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THE 



SEAMAN'S FRIEND: 



CONTAININa 



A TEEATISE ON PEACTICAL SEAMANSHIP, 

WITH PLATES; 

A DICTIONARY OF SEA TERMS ; 

CUSTOMS AND USAGES OF THE MERCHANT SERYICE; 

LAWS RELATING TO THE PRACTICAL DUTIES OF 
MASTER AND MARINERS. 



By R. H. DANA, Jr. 

AUTHOR OF "two YEARS BEFORE THE MAST. 



^ixi\) 22tiittou. — HlJc&tsf^ anti (fTorrtctcli. 



BOSTON: 

PURLISIIEi:) BY THOMAS GROOM .t CO. 
185 1. 






Entered, according to Act of Congress, in the year 1841, 

Br K. H, DANA, Jb., 

In the Clerk's Office of the District Court of Massachusetts. 



PBIITTKD BY WILLIAlC CHADWICK, 

IS, Exchange St., Boston. 



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To all sea-faring persons, and especially to those commencing 
the sea life ; — to owners and insurers of vessels ; — to judges 
and practitioners in maratime law ; — and to all persons interested 
in acquainting themselves with the laws, customs, and duties of 
Seamen ; — this work is respectfully dedicated, hy 

THE AUTHOR. 



CONTENTS. 



PART I. 

A PLAIN TREATISE ON PRACTICAL SEAMANSHIP. 

CHAP. I. — General Rules and Observations, pages 13 — 18. 

Construction of vessels, 13. Tonnage and carriage of merchant 
vessels, 14. Proportions of spars, 14. Placing the masts, 16. 
Size of anchors and cables, 16. Lead-lines, 17. Log-line, 17. 
Ballast and lading, 18. 

CHAP. II. — Cutting and fitting Standing Rigging, 19 — 25. 

Cutting lower rigging;, 19. Fitting lower rigging, 20. Cutting 
and fitting topmast rigging, 21. Jib, topgallant and royal rig- 
ging, 21. Ratling, 23. Standing rigging of the yards, 23. 
Breast-backstays, 25. 

CHAP. III. — Fitting and reeving Running Rigging, 26 — 29. 

To reeve a brace, 26. Fore, main, and cross-jack braces, 26. 
Fore and main tojDsail braces, 26. Mizzen topsail braces, 27. 
Fore, main, and mizzen topgallant and royal braces, 27. Hal- 
yards, 27. Spanker brails, 28. Tacks, sheets, and clewlines, 
28. Reef-tacKles, clewgarnets, buntlines, leechlines, bowlines, 
and slablines, 29. 

CHAP. IV.— To RIG Masts and Yards, 30—36. 

Taking in lower masts and bowsprit, 30. To rig a bowsprit, 
31. To get the tops over the mast-heads, 31. To send up a 
topmast, 31. To get on a topmast cap, 32. To rig out a jib- 
boom, 32. To cross a lower yard, 33. To cross a topsail 
yard, 33. To send up a topgallant mast, 34. Long, short, 
and stump topgallant masts, 34. To rig out a flying jib-boom, 
34. To cross a topgallant yard, 35. To cross a royal yard, 35. 
Sky sail yards, 35. 

CHAP. V. — To SEND down Masts and Yards, 36—38. 

To send down a royal yard, 36. To send down a topgallant 
yard, 37. To send down a topgallant mast, 37. To house a 
topgallant mast, 37. To send down a topmast, 37. To rig in 
a jib-boom, 38. 

CHAP. VI.— Bending and unbending Sails, 38—42. 

To bend a course, 38. To bend a topsail by the halyards, 39 ; — 
b\' the buntlines, 40. To bend topgallant sails anA royals, 40. 
To bend a jib, 40. To bend a spanker, 41. To bend' a spen- 
cer, 41. To unbend a course, 41. To unbend a topsail, 41. 



CONTENTS. V 

To unbend a topgallant sail or royal, 41 . To unljend a jib, 4 1 . 
To send down a topsail or course in a gale of wind, 42. ^ To 
bend a topsail in a gale of wind, 42. To bend one topsail or 
course and send down the other at the same time, 42. 

CHAP. VII. — Work upon Rigging. Rope, Knots, Splices, Bends, 
Hitches, 43—53. 
Yarns, strands, 43. Kinds of rope — cable-laid, hawser-laid, 43. 
Spunyarn, 44. Worming, parceliing, and service, 44. Short 
splice, 44. Long splice, 45. Eye splice, 45. Flemish eye, 45. 
Artificial eye, 46. Cut splice, 46. Grommet, 46. Single and 
double walls, 46. Matthew Walker, 47. Single and double 
diamonds, 47. Spritsail sheet knot, 47. Stopper knot, 47 
Shroud and French shroud knots, 48. Buoy-rope knot, 48. 
Turk's head, 48. Two half-hitches, clove 'hitch, overhand 
knot, and figure-of-eight, 48. Standing and running bowlines, 
and bowline upon a bight, 49. Square knot, 49. Timber 
hitch, rolling hitch, and blackwall hitch, 49. Cat's paw, 50. 
Sheet bend, fisherman's bend, carrick bend, and bowline bend, 
50. Sheep-shank, 50. Selvagee, 50. Marlinspike hitch, 50. 
To pass a round seizing, 51. Throat seizing, 51. Stopping 
and nippering, 51. Pointing, 51. Snaking and grafting, 52. 
Foxes, Spanish foxes, sennit, French sennit, gaskets, 52. 
To bend a buoy-rope, 52. To pass a shear-lashing, 52. 

CHAP. VIII. — Blocks and Purchases, 53 — 55. 

Parts of a Idock, made and morticed blocks, 53. Bull's-eye, 
dead-eye, sister-block, 53. Snatch-block, tail-blocks, 54. 
Tackles — whip, gun-tackle, luff-tackle, luflf-upon-luff', runner- 
tackle, watch-tackle, tail-tackle, and burtons, 54. 

CHAP. IX. — Making and taking in Sail, 55 — 67. 

To loose a sail, 55. To set a course, 55. To set a topsail, 56. 
To set a topgallant sail or royal, 56. To set a skysail, 56. 
To set a jib, flying jib, or fore topmast staysail, 56. To set a 
spanker, 57. To set a spencer, 57. To take in a course, 57. 
To take in a topsail, 57. To take in a topgallant sail or 
royal, 58. To take in a skysail, 58. To take in a jib, 58. 
To take in a spanker, 58. To furl a royal, 59. To furl a top- 
gallant sail, 60. To furl a topsail or course, 60. To furl a 
jib, 60. To stow a jib in cloth, 61. To reef a topsail. 61. 
To reef a course, 62. To turn out reefs, 63. To set a topgal- 
lant studdingsail, 63. To take in a topgallant studdingsail. 
64. To set a topmast studdingsail, 65. To take in a topmast 
studdingsail, eij. To set a lower studdingsail, 66. To take 
in a lower studdingsail, 67. 

CHAP. X. — General Principles of \vorking a Ship, 68 — 71. 

Action of the water upon the rudder; headway, stern way, CS. 
Action of the wind upon the sails ; head sails' after sails, 69. 
Centre of gravity or rotation, 70. Turning a ship to or from 
the wind, 70. 

OHAP. XI. — Tacking, Wearing, ]>oxing, &c., 71 — 77. 

To tack a ship, 71 . To tack without foro-rf?aching, 73. Tack- 
ing against a heavy head sea. 73. Tacking by hauling off all, 

73. To trim the yards when close-hauled, 73. Missing stays, 

74. Wearing, 74. To wear imdor courses, under a mainsail 
under bare poles, 75. I'ox-haulins:, 75. Sliort-rouml, 7C. 

1* 



VI 



CONTENTS. 



Club-hauling, 76. Drifting in a tide way, 76. Backing and 
filling in a tide-way, 77. Clubbing in a tide-way, 77. 

CHAP. XII. — Gales of Wind, Lying-to, Getting aback, By the 

Lee, &c., 78—81. 
Lying-lo, 78. Scudding, 79. To heave-to after scudding, 79. 
Taken aback, 79. Ghappelling,80. Broaching-to,80. Brought 
by the lee, 80. 

CHAP. XIII.— Accidents, 81—84. 

On beam-ends, 81. Losing a rudder, 82. A squall, 83. A 
man overboard, 83. Collision, 84. 

CHAP. XIV. — Heaving-to by Counter-bracing, Speaking, Sound- 
ing, Heaving the Log, 84 — 87. 
Counter-bracing, 84. Speaking, 85. Sounding, 85. Heaving 
the log, 86. 

CHAP. XV. — Coming to Anchor. 87 — 90. 

Gretting ready for port, 87. Mooring, 88. A flying moor, 89. 
Clearing hawse, 89. To anchor with a slip-rope, 89. To slip 
a cable, 90. Coming-to at a slipped cable, 90. 

CHAP. XVI.— Getting under Way, 91—95. 

Unmoor, 91 . To get under way from a single anchor, 91 . To 
cat and fish an anchor, 92. To get under way with the wind 
blowing directly out and riding head to it, 92. To get under 
way, riding head to the wind, with a rock or shoal close astern, 
93. To get under way riding head to wind and tide, and to 
stand out close-hauled, 93. To get under way wind-rode, with 
a weather tide, 94. To get under way tide-rode, casting to 
windward, 94, To get under way tide-rode, wearing round, 94. 



A DICTIONARY OF SEA TERMS, 96—130. 



PART II. 



CUSTOMS AND USAGES OF THE MERCHANT 
SERVICE. 

CHAP. I.— The Master, 131—138. 

Beginning of the voyage, 131. Shipping the crew, 132. Out- 
fit, provisions, 132. Watches, 133. Navigation, 134. Log- 
book, observations, 134. Working ship, 135. Day's work, 
136. Discipline, 137. 

CHAP. II.— The Chief Mate, 138—146. 

Care of rigging and ship's furniture, 13S. Day's work, 139. 
Working ship, 139. Getting under way, 139. Coming to 
anchor, 140. Reefing and furling, 140. Duties in port, ac- 
count of cargo, stowage, 141. Station, watch, and all-hands 
duties, 142. Log-book, navigation, 14^. 



CONTENTS. VU 

CHAP. III.— Second and Third Mates, 146—153. 

Second Mate. — Navigation, 146. Station ; watch duties, 147. 
Day's work, 147, 149. Working ship, 148, 150. Reefing, 
furling, and duties aloft, 148. Care of ship's furniture, 151. 
Stores, 151. Duties in port, 152. Third Mate, 152, 153. 

CHAP. IV.— Carpenter, Cook, Steward, &c., 153—158. 

Carpenter. — Working ship, 153. Seaman's work, helm, 
duty aloft, station, 154. Work at his trade, 154. Berth and 
mess, 154. Standing watch, 154. Sailmaker 155. Stew- 
ard. — Duty in passenger-ships, 156. In other vessels, 156. 
Relation to master and mate ; duty aloft and about decks ; work- 
ing ship, 156. Cook. — Berth, watch and all-hands duty ; care 
of galley; duty aloft, 157. Idlers, 157. 

CHAP v.— Able Seamen, 158—163. 

Grades, 158. Rating, 158. Requisites of an able seaman, 
159. Hand, reef, and steer, 159. Work upon rigging, 160. 
Sailmaking, 160. Day's work, 160. Working ship ; reefing; 
furling, 161. Watch duty, 162. Coasters and small vessels, 
162. 

CHAP. VI.— Ordinary Seamen, 163—165. 

Requisites, 163. Hand, reef, and steer; loose, furl, and set 
sails; reeve rigging, 163. Work upon rigging, 164. Watch 
duty, 164. 

CHAP. VII.— Boys, 165—167. 

Requisites, wages, 165. Day's work ; working ship ; duties 
aloft and about decks, 166. 

CHAP. VIII.— Miscellaneous, 167—174. 

Watches, 167. Calling the watch, 168. Bells, 169. Helm. 
170. Answering, 171, (at helm, 170.) Discipline, 172. Sta 
tions, 173. Food, sleep, &c., 173, 



PART III. 

LAWS RELATING TO THE PRACTICAL DUTIES OF 
MASTER AND MARINERS. 

CHAP. I.— The Vessel, pages 175—179. 

Title, 175. Registry, enrolment and license, 175. Certificate 
of registry or enrolment, 177. Passport, 177. Sea letter, list 
of crew, bill of health, clearance, manifest, invoice, bill of 
lading, charter-party, log-book, list of passengers and crew, 
list of sea-stores, 178. Medicine-chest, 173. National char- 
acter of crew, 178. Provisions, 178. Passengers, 179. 

CHAP. II. — Master's relation to Vessel and Cargo, 179 — 187. 

Revenue duties and obligations, 179. List of crew, 179. 
Certified copy, 180. Certified copy of shipping articles, ISO. 



VIU CONTENTS. 

Sea-letter, passport, list of passengers, manifest, sea-stores, 
180, 181. Unloading, 180, 181. Post-office, 181. Forfeit- 
ures, 180, 181, 182. Report, 182. Coasting license, 182. 
Power to sell and pledge, 182. Keeping and delivering 
cargo, 185. Deviation, 185. Collision, 186. Pilot, 187. 
Wages and advances, 187, 

CHAP. III. — Master's relation to Passengers and Officers, 
187, 188. 
Treatment of passengers, 187. Removal of officers, 188. 

CHAP. IV. — Master's relation to the Crew, 189—195. 

Shipment, 189. Shipping articles, 189. Discharge, 190. 
Imprisonment, 191. Punishment, 192. Power of Consuls 
as to punishment, 192, 193, 194. 

CHAP, v.— Passengers, 195, 196. 

Provisions, 196. Accommodations, 196, 197. Treatment, 
197. Passage-money, 197. Deportment, 197. Services, 
197. 

CHAP. VI.— Mates and Subordinates, 199—203. 

Mates included in 'crew,' 199. Removal, 199. Succession, 
200. Log-book; wages; sickness, 200. Punishment, 201. 
Subordinates, 202. Pilots, 202. 

CHAP. VII.— Seamen. Shipping Contract, 203—205. 

Shipping contract, 203. Erasures and interlineations. 204. 
Unusual stipulations, 204. Violation of contract, 204. 

"^HAP. VIII. — Seamen — continued, 206 — 208. 

Rendering on board, 206. Refusal to proceed, 206. Deser- 
tion or absence during the voyage, 207. Discharge, 208. 

vHAP. IX. — Seamen — continued, 209 — 212. 

Provisions, 209. Sickness, medicine-chest, 210. Hospital 
money, 211. Relief in foreign ports, 211. Protection, 212. 

^HAP. X. — Seamen— continued, 212 — 216. 

Punishment. 212. Revolt and mutiny, 213. Embezzlement, 
215. Piracy, 216. 

:HAP. XL— Seamen's Wages, 216—222. 

Wages affected by desertion or absence, 216; — by miscon- 
duct, 218; — by imprisonment, 219; — by capture, 220 ; — by 
loss of vessel or interruption of voyage, 220. Wages on an 
illegal voyage, 222. 

CHAP. XIL— Seamen— CONCLUDED, 222—225. 

Recovery of w-ages, 222. Remedies, 223. Time for com- 
mencing suits, 224. Interest on wages, 224. Salvage. 224. 



PLATE !• 
THE SPARS AND RIGGING OF A SHIP. 



INDEX OF REFERENCES, 



1 Head. 

2 Head-boards. 

3 Stem. 

4 Bows. 

5 Forecastle. 

6 Waist. 

7 Quarter-deck. 

8 Gangway. 

9 Counter. 

10 Stern. 

11 Tafferel. 

12 Fore chains. 

13 Main ciiains. 

14 Mizzen chains. 

15 Bowsprit. 

16 Jib-boom. 

17 Flying jib-boom. 

18 Spritsail yard. 

19 Martingale. 

20 Bowsprit cap. 

21 Foremast. 

22 Fore topmast. 

23 Fore topgallant mast. 

24 Fore royal mast. 

25 Fore skysail mast. 

26 Main roast. 

27 Main topmast. 

23 Main topgallant mast. 

29 Main royal mast. 

30 Main skysail mast. 

31 Mizzen mast. 
.32 W\zzen topmast. 

33 Mizzen topgallant mast. 
31 Mizzen royal mast. 
.35 Mizzen skysail mast. 

36 Fore spencer gaff. 

37 Main spencer gaff. 
as Spanker gaff. 

39 Spanker boom. 

40 Fore top. 

41 Foremast cap, 

42 Fore topmast cross-trees 

43 Main top. 

44 Mainmast cap. 

45 Main topmast cross- 

trees. 



46 Mizzen top. 


92 


47 Mizzenmast cap. 


93 


48 Mizzen topmast cross- 


94 


trees. 


95 


49 Fore yard. 


96 


50 Fore topsail yard. 


97 


51 Fore topgallant yard. 


98 


52 Fore royal yard. 


99 


53 Main yard. 


100 


54 Main topsail yard. 


101 


55 Main topgallant yard. 




56 Main royal yard. 


102 


57 Cross-jack yard. 




58 Mizzen topsail yard. 


103 


59 Mizzen topgallant yard. 




60 Mizzen royal yard. 


104 


61 Fore truck. 


105 


62 Main truck. 


106 


63 Mizzen truck. 


107 


64 Fore stay. 


108 


65 Fore topmast stay. 


109 


66 Jib stay. 


110 


67 Fore topgallant stay. 


111 


70 Fore skysail stay. 


112 


71 Jib guys. 


113 


72 Flying-jib guys. 


114 


73 Fore lifts. 


115 


74 Fore braces. 


116 


75 Fore topsail lifts. 


117 


76 Fore topsail braces. 


118 


77 Fore topgallant lifts. 


119 


78 Fore topgallant braces. 


120 


79 Fore royal lifts. 


121 


80 Fore royal braces. 




81 Fore rigging. 


122 


82 Fore topmast rigging. 




83 Fore topgallant shrouds. 


123 


84 Fore topmast backstays. 


124 


85 Fore topgallant back- 


125 


stays. 


126 


86 Fore royal backstays. 


127 


87 Main stav. 


12S 


88 Main topmast stay. 


129 


89 Main topgallant slay. 


130 


90 Main royal slay. 


131 


91 Main lifts. 




68 Flying-jib stay. 




69 Fore rojal stay. 





Main braces. 

Main topsail lifts. 

Main topsail braces. 

Main topgallant lifts. 

Main topgallant braces. 

Main royal lifts. 

Main royal braces. 

Main rigging. 

Main topmast rigging. 

Main topgallant rig- 
ging. 
: Main topmast back- 
stays. 

Main topgallant back- 
stays. 

Main royal backstays. 

Cross-jack lifts. 

Cross-jack braces. 

Mizzen topsail lifts. 

Mizzen topsail braces. 

Mizzen topgallant lifls. 

Mizzen lopgal't braces. 

Mizzen royal lifts, 
i Mizzen royal braces. 

Mizzen stay. 

Mizzen topmast stay. 

Mizzen topgallant stay. 

Mizzen royal stay. 

Mizzen skysail stay. 

Mizzen rigging. 

Mizzen topmast rigging. 

Mizzen topgal.shrouda 

Mizzen topmast back- 
stays. 
; Mizzen topgal'nt back- 
stays. 

Mizzen royal backstays. 

Fore spencer vangs. 

Main spencer vangs. 
i Spanker vangs. 

Ensign halyards. 

Spanker peak halyards. 

Foot-rope to fore yard. 
I Foot-rope to main yard 

Fool-rope to cross- jack 

yard. 



PLATE II. 
A SHIP'S SAILS. 



IKDEX or REFERENCES. 



1 Fore topmast staysail. 

2 Jib. 

3 Fljringjib. 

4 Fore spencer. 

5 Main spencer. 

6 Spanker. 

7 Foresail. 

8 Fore topsail. 

9 Fore topgallant sail. 

10 Fore royal. 

11 Fore skysail. 

12 Mainsail. 

13 Main topsail. 

14 Main topgallant sail. 

15 Main royal. 

1 6 Main skysail. 

17 Mizzen topsail. 



18 Mizzen topgallant sail. 

19 Mizzen royal. 

20 Mizzen skysail. 

21 Lower studdingsail. 
21a Lee ditto. 

22 Fore topmast studdingsail. 
22a Lee ditto. 

23 Fore topgallant studdingsail. 
23a Lee ditto. 

24 Fore royal studdingsail. 
24a Lee ditto. 

25 Main topmast studdingsail. 
25a Lee ditto. 

26 Main topgallant studdingsail. 
26a Lee ditto. 

27 Main royal studdingsail. 
27a Lee ditto. 



PLATE III. 
THE FRAME OP A SHIP. 



INDEX OF BEFERENCE8. 



A. The Outside. 

1 Upper stem-piece. 

2 Lower stem-piece. 

3 Gripe. 

4 Forward keel-piece. 

5 Middle keel-piece. 

6 After keel-piece. 

7 False keel. 

8 Stem knee. 

9 Stern-post. 

10 Rudder. 

1 1 Bilge streaks. 

12 First streak under the wales. 

13 Apron. 

14 Lower apron. 

15 Pore frame. 

16 After frame. 

17 Wales. 

18 Waist. 

19 Plank -shear. 

20 Timber-heads. 

21 Stanchions. 

22 Rail. 

23 Knight-heads. 

24 Cathead. 

25 Fashion timbers. 

26 Transoms. 

27 Quarter pieces. 

B. The Inside of the Stern. 

1 Keelson. 

2 Pointers. 

3 Chock. 

4 Transoms. 



5 Half transoms. 

6 Main transom. 

7 Quarter timbers. 

8 Transom knees. 

9 Horn timbers. 

10 Counter- timber knee. 

11 Stern-post. 

12 Rudder-head. 

13 Counter tmibers. 

14 Upper- deck clamp. 

C. The Inside of the Bowft 

1 Keelson. 

2 Pointers. 

3 Step for the mast. 

4 Breast-hook. 

5 Lower-deck breast-hook. 

6 Forward beam. 

7 Upper-deck clamp. 

8 Knight-heads. 

9 Hawse timbers. 

10 Bow timbers. 

1 1 Apron of the stem. 

D. The Timbers. 

1 Keelson. 

2 Floor timbers. 

3 Naval timbers or ground futtocks. 

4 Lower futtocks. 

5 Middle futtocks. 

6 Upper futtocks. 

7 Top timbers. 

8 Half timbers, or half top-timbers. 



PLATE IV. 



EXPLANATIONS. 

Ship. — A ship is square-rigged throughout ; that is, she has tops, and 
carries square sails on all three of her masts. 

Bark. — A bark is square-rigged at her fore and main masts, and differs 
from a ship in having no top, and carrying only fore-and-aft sails 
at her mizzenmast. 

Brig. — A full-rigged brig is square-rigged at both her masts. 

Hermaphrodite Brig. — An hermaphrodite brig is square-rigged at her 
foremast ; but has no top, and only fore-and aft sails at her main 
mast. 

Topsail Schooner. ^ — A topsail schooner has no tops at her foremast, 
and is fore-and-aft rigged at her mainmast. She differs from an 
hermaphrodite brig in that she is not properly square-rigged at hei 
foremast, having no top, and carrying a fore-and-aft foresail, in 
stead of a square foresail and a spencer. 

Fore-and-aft Schooner. — A fore-and-aft schooner is fore-and-aft rig- 
ged throughout, differing from a topsail schooner in that the latter 
carries small square sails aloft at the fore. 

Sloop. — A sloop has one mast, fore-and-aft rigged. 

Hermaphrodite Brigs sometimes carry small square sails aloft at the 
main ; in which case they are called Brigantines, and differ from 
a Full-rigged Brig in that they have no top at the mainmast, 
and carry a fore-and-aft mainsail instead of a square mainsail and 
trysail. Some Topsail Schooners carry small square sails aloft 
at the main as well as the fore ; being in other respects fore-and-aft 
rigged. They are then called Main Topsail Schooners. 



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PART I. 



CHAPTER I. 

GENERAL RULES AND OBSERVATIONS. 

Construction of vessels. Tonnage and carriage of merchant vessels. 
Proportions of the spars. Placing the masts. Size of anchors and 
cables. Lead-lines. Log-line. Ballast and lading. 

Construction of Vessels. — As merchant vessels of the 
larger class are now built in the United States, the extreme 
length of deck, from the after part of the stern-post to the fore 
])art of the -stem, is from four and a half to four and three 
fourths that of the beam, at its widest part. The Damascus, 
of 700 tons' measurement, built at Boston in 1S39, and con- 
sidered a fair specimen of our best freightmg vessels, had 150 
feet from stem to stern-post, and 32 feet 6 inches extreme 
breadth. The Rajah, of 530 tons, built at Boston in 1837, 
had 140 feet length, and 30 feet beam ; — being each in length 
about four and six tenths their beam. 

A great contrast to this proportion is exhibited in the most 
recent statistics (1841) of vessels of the same tonnage in the 
English navy ; as the following table will show. 



English 

Navy. 

American 

IMerchaut- 

inen. 

These may, perhaps, be considorod the extronios of ship- 
building; and between these there is every grade of diilVr- 
cnce. 

2 





Tons. 


Deck. 


Beam. 


Proportion. 


Dido 


734 


120 fl. 


37 ft. 6 in 


. 3.20 


Pilot 


492 


105 


33 6 


3.13 


Alert 


358 


95 


30 4 


3.16 


Damascus 


694 


150 


32 6 


4.60 


Rajah 


531 


140 


30 


4.66 



14 TONNAGE AND CARRIAGE. 

Tonnage and Carriage of Merchant Vessels. — The 
amount a vessel will carry in proportion to her tonnage, de- 
pends upon whether, and to what extent, she is full or sharp 
built. A sharp-built vessel of 300 tons' measurement, will 
carry just about her tonnage of measurement goods. A sharp- 
built vessel of 200 tons or under would probably carry less than 
her measurement ; if over 400 tons, she would increase gradu- 
ally to fifty per cent, above her measurement. A sharp-built 
vessel of 600 tons, is generally rated at 900 tons carriage. A 
full-built vessel of 300 tons, after the latest model of American 
freighting vessels, will carry 525 tons, or seventy-five per cent, 
above her measurement ; and one of 500 tons would carry full 
«.louble her measurem.ent. 

The following table may give a pretty fair average. 

TONS OF measurement GOODS. 



Tonnage. 


Full buih. 


Sharp buili. 


300 


(.75) 525 


(.00) 300 


400 


(.80) 725 


(.40) 560 


500 


(1.00) 1000 


(.50) 750 


600 


(1.33) 1400 


(.50) 900 



Proportions of Spars. — There is no particular rule for spar- 
ring merchant vessels; some being light, and others heavy 
sparred ; and some having long topmasts and short lower 
masts, and others the reverse. The prevailing custom now 
is, to spar them lightly ; the main yard being a little less than 
double the beam ; and the others proportioned by the main. 
Most merchant vessels now have the yards at the fore and main 
of the same size, for convenience in shifting sails ; so that 
tlie same topsail may be bent on either yard. 

The following table, taken from the " Seamen's Manual," 
'^all show the average proportions of the spars of merchant 
vessels of the largest class, as formerly built. 

Main-mast, two and a half times the ship's beam. 

Fore-mast, eight ninths of the main-mast. 

Mizzen-mast, five sixths of the main-mast. 

Bowsprit, two thirds of the main-mast. 

Topmasts, three fifths of the lower masts. 



PROrORTIOrs^S OF SPAES. 15 

Topgallant masts, one half the length of their topmasts. 

Jib-boom, the length of the bowsprit. 

Main-yard, twice the beam. 

Fore-yard, seven eighths of the main-yard. 

Maintopsail-yard, two thirds of the main-yard. 

Foretopsail-yard, two thirds of the fore-yard. 

Crossjack-yard, the length of the maintopsail-yard. 

Topgallant-yards, two thirds of the topsail-yards. 

Mizzentopsail-yard, the length of the maintopgallant-yard. 

Royal-yards, two thirds of the topgallant-yards. 

Spritsail-yard, five sixths of the foretopsail-yard. 

Spanker-boom, the length of the maintopsail-yard. 

Spanker-gaff, two thirds of the boom. 

For the thickness of ihe spars, the same book allov/s for the 
lower masts one inch and a quarter diameter at the partners, 
for every three feet of length ; and nine tenths in the middle 
and two thirds under the hounds, for every inch at the partners. 
For the yards, one inch at the slings, and half an inch at the 
yard-arms, within the squares, for every four feet of the length. 
For the breadth of the maintop, one half of the beam, and of 
the foretop, eight ninths of the maintop. 

The following are the proportions of the spars of the ship 
Damascus, before mentioned, built in 1839. 

Main-mast 74 ft. Head 11 ft. 6 in. Size 26 in. 

Fore-mast 70 ft. " lift. Gin. " 25 in. 

Mizzen-mast 68 ft. " 8 ft. 6 in. " IS in. 

Main and fore topmasts 41 ft. " 6 ft. 6 in. " 14Hn. 

Mizzen topmast 32ft. " 5ft. " Oiin. 

Main topgallant-mast 23 ft. (15 ft. with 2 feet head.) 9^ in. 

Fore topgallant-mast 21 ft. 14 ft. " 2 " " " 9] in. 

Mizzen topgallant-mast 17 ft. lift. " IS in. " 

Main and fore yards 60ft. yard-arms 2 ft. 6 in. 

Main and fore topsail yards 4S ft. " " 3 ft. 6 in. 

Main topgallant yard 37 ft. " " 2 ft. 

Fore topgallant " 34 ft. " " 2 ft. 

Main royal " 27 ft. " " 1 fl. 6 in. 

Fore royal " 24 ft. " " 1 ft. 6 in. 

Main skysail " 17 ft. 

Fore skysail " 15ft. 



:rj 



} /^LACING 


MASTS.— 


-ANCHORS AND 


CABLES. 


6f OSS-jack 


yard 


44 ft. yard-arms 2 ft. 


Mizzen topsail 


u 


35 ft. " 


" 2 ft. 9 in. 


Mizzen topgallant " 


25 ft. " 


" 1 ft. 6 in. 


Mizzen royal 


u 


16 ft. 




Mizzen skysail 


(( 


10 ft. 




Bowsprit, out-board 27 ft. 




Size 26 in. 


Jib-boom 


42 ft. 


Head 3 ft. 


" 14* in. 


Flying jib-boom 


40 ft. 


" 3 ft. 6 


in. 


Main pole 


12 ft. 


10 above royai-mast, 5 in. in 


Fore pole 


lift. 


9 " " 


" 4Hn. '' 


Mizzen pole 


9 ft., 


J it a 


u 


Spanker-boom 


40 ft. 






Spanker-gaff 


30 ft. 






Swinging-booms 


40 ft. 







Topmast studdingsail-booms 34 ft. 

Topgallant studdingsail-booms 27 ft., yards for do. 17 ft 

Placing the Masts. — For a full-built ship, take the ship's 
extreme length and divide it into sevenths. Place the foremast 
one seventh of this length from the stem ; the mainmast three 
sevenths from the foremast, and the mizzenmast two sevenths 
from the mainmast. If a vessel is sharp-built, and her stem 
and stern-post rake, her foremast should be further aft, and 
her mizzenmast further forward, than the rule of sevenths 
would give. A common rule for placing the foremast, is to 
deduct three fifths of a ship's beam from her length, for the 
curvature of the keel forward, which is called the keel-strolie, 
and place the mast next abaft the keel-stroke. 

Size of Anchors and Cables. — Various rules have been 
adopted for the weight of a ship's anchors. A vessel of 100 
tons will generally have a best bower of 6 cwt. and a small 
bower of 5 cwt. ; the weight of both being eleven pounds to 
a ton of the vessel. As a vessel increases in size, the propor- 
tion diminishes. A vessel of 700 tons will usually carry a 
best bower of 27 cwt. and a small bower of 24 cwt. : the 
weight of both being seven and a half pounds to a ton of the 
vessel. The stream should be a little more than one third the 
weight of the best bower. The anchor-stock should be the 
length of the shank ; its diameter should be half that of the 
ring, and its thickness one inch at the middle and half an 



\ 



LEAD-LINES. — LOG -LINE. 17 

inch at each end for every foot in length. Chain cahles are 
usually ninety fathoms in length, for large-sized vessels, 
and sixty for small vessels, as schooners and sloops. The 
regulation of the United States Navy for chain cahles, is 
one inch and a half for a sloop of v^ar, and one and a quarter 
for brigs and schooners. In the merchant service, a ship of 
400 tons would probably have a best bower cable of one and 
five sixths, and a working bower of one and a quarter inches. 
A ship of 700 tons would have a best bower of one and five 
eighths, and a working bower of one and a half inches. Chain 
cables have a shackle at every fifteen fathoms, and one swivel 
at the first shackle. Some have two swivels; and formerly 
they were made with a swivel between each shackle. 

Lead-lines. — The hand-lead weighs usually seven pounds, 
and the hand-line is from twenty to thirty fathoms in length. 
The deep-sea-lead (pro. dipsey) weighs from fourteen to eigh- 
teen or twenty pounds ; and the deep-sea-line is from ninety 
to one hundred and ten fathoms. The proper way to mark ':: 
hand-line is, black leather at 2 and 3 fathoms; white rag a. 
5 ; red rag at 7 ; wide strip of leather, wdth a hole in it, at 10 ; 
and 13, 15 and 17 marked like 3, 5 and 7 ; two knots at 20 ; 3 
at 30 ; and 4 at 40 ; with single pieces of cord at 25 and 35. 

The deep-sea-line has one knot at 20 fiithoms, and an addi- 
tional knot at every 10 fathoms, with single knots at each 
intermediate 5 fathoms. It sometimes has a strip of leather 
at 10 fathoms, and from 3 to 10 is marked like the hand- 
line. 

Log-line. — The rate of a ship's sailing is measured by a 
log-line and a half-minute glass. The line is marked Avith a 
knot for each mile ; the real distance between each knot bein«i, 
however, yi^ of a mile, since a half-minute is j^^ of an 
hour. A knot being thus the same portion of a mile that a 
half-minute is of an hour, the number of knots carried oif Avhile 
the glass is running out will show the number o'l miles the 
vessel goes in an hour. Many glasses^ b.owcver, are made lor 
twenty-eight seconds, which, of course, reduces the number of 
feet for a knot to forty-seven and six tenths. Hut as the Hue is 
liable to stretch and the glass to be aliectod l;y t!ie weatlier, 
in order to avoid all danger of a vessel's ovrrranuir.g \\^t 
2^ 



18 BALLAST AND LADING. 

reckoning, and to be on the safe side, it is recommended to 
mark forty-five feet to a knot for a twenty-eight second glass. 
About ten fathoms is left unmarked next the chip, called stray- 
line. The object of this is that the chip may get out of the 
eddy under the stern, before the measuring begins. The end 
of the stray-line is marked by a white rag, and the first knot 
is forty-five or forty-seven feet from the rag. A single piece 
of cord or twine is put into the line for the first knot, one knot 
for the second, two for the fourth, three for the sixth, and so 
on, a single piece of cord being put in at the intermediate 
knots. 

Ballast and Lading. — A ship's behavior, as the phrase 
is, depends as much upon the manner in which she is loaded 
and ballasted, as upon her model. It is said that a vessel 
may be prevented from rolling heavily, if, when the ballast is 
iron, it is stowed up to the floor-heads ; because this will bring 
the ship back, after she has inclined, with less violence, and 
Yvrill act upon a point but little distant from the centre of 
gravity, and not interfere with her stiff carrying of sail. The 
cargo should be stowed with the weightier materials as near 
as possible to the centre of gravity, and high or low, according 
to the build of the vessel. If the vessel is full and low built, 
the heavy articles should be stowed high up, that the centre 
of gravity may be raised and the vessel kept from rolling too 
much, and from being too laborsome. But a narrow, high- 
built vessel should have the heavy articles stowed low and 
near the keelson, which will tend to keep her from bemg 
crank, and enable her to carry sail to more advantage. 



CUTTING AND FITTING RIGGING. 19 



CHAPTER II. 

CUTTING AND FITTING STANDING RIGGING. 

Measuring and cutting lower rigging and lower fore-and-aft stays. Fit- 
ting the same. Measuring, cutting, and fitting topmast rigging, stays, 
and backstays. Jib, topgallant, and royal stays. Rattling down rig- 
ging. Cutting and fitting lifts, foot-ropes, brace-block straps, and pen- 
nants. Breast-backstays. 

Cutting lower Prigging. — Draw a line from the side of the 
partners abreast of the mast, on the deck, parallel to the chan- 
nels, and to extend as far aft as they do. On this line mark 
the places of each dead-eye, corresponding to their places 
against the channels. Send a line up to the mast-head, and 
fasten it to the mast by a nail above the bibbs, in a range 
with the centre of the mast, and opposite to the side the chan- 
nel line is drawn upon. Then take the bight of the line 
around the forward part of the mast, and fasten it to the mast 
by a nai], opposite the first nail, so that the part between the 
nails will be half the circumference of the mast-head ; then 
take the line down to the mark on the channel line for the 
forward dead-eye, and mark it as before ; and so on, until 
you have got the distance between the mast and each mark 
on the channel line. Now cast off the line from the mast- 
head, and the distance between the end of the line and each 
mark will give you the length of each shroud from the lower 
part of the mast-head. And, to make an allowance for one 
pair of shrouds overlaying another, you may increase the 
length of the pair put on second, that is, the larboard forward 
ones, by twice the diameter of the rigging; the third pair by 
four times ; and so on. 

The size of the lower rigging should be as much as eight 
and a half inches for vessels of seven or eight hundred tons, 
and from seven and a half to eight for smaller vessels, over 
three hundred tons. 

For the length of the fore, main, and niizzen stays and 



20" CUTTING AND FITTINQ RIGGING. 

spring-Stays, take the distance from the after part of the mast- 
head to their hearts, or to the place where they are set up, 
adding once the length of the mast-head for the collar. 

The standing stays should be once and half the circumfer- 
ence of the shrouds. 

Fitting lower Rigging. — Get it on a stretch, and divide 
each pair of shrouds into thirds, and mark the centre of the 
middle third. Tar, worm, parcel and serve the middle third. 
Parcel with the lay of the rope, working toward the centre ; 
and serve against the lay, beginning where you left off par- 
celling. Serve as taut as possible. In some vessels the outer 
thirds of the swifters are served ; but matting and battens are 
neater and more generally used. 

Formerly the middle third was parcelled over the service, 
below the wake of the futtock staff. Mark an eye at the cen- 
tre of the middle third, by seizing the parts together with a 
round seizing. The eye of the pair of shrouds that goes on 
first should be once and a quarter the circumference of the 
mast-head ; and make each of the others in succession the 
breadth of a seizing larger than the one below it. Parcel the 
score of the dead-eye, and heave the shroud taut round it, turn- 
ing in with the sun, if right-hand-laid rope, and against ihe 
sun, if hawser-laid ; then pass the throat seizing with nine or 
ten turns, the outer turns being slacker than the middle ones. 
Pass the quarter seizings half w^ay to the end, and then the 
end seizings, and cap the shroud, well tarred under the cap. 
Make a Matthew Walker knot in one end of the lanyard, 
reeve the other end out through the dead-eye of the shroud, 
beginning at the side of the dead-eye upon which the end of 
the shroud comes, and in through the dead-eye in the channels, 
so that the hauling part of the lanyard may come in-board and 
on the same side with the standing part of the shroud. If the 
shroud is right-hand-laid rope, the standing part of the shroud 
will be aft on the starboard, and forward on the larboard side ; 
and the reverse, if hawser-laid. 

The neatest way of setting up the lower fore-and-aft stays, is 
by reeving them doion through a bull's eye, with tarred parcel- 
ling upon the thimble, and setting them up on their ends, with 
three or four seizings. The collar of the stay is the length of 



CUTTING AND FITTING RIGGING. 21 

the mast-head, and is leathered over the service The service 
should go beyond the wake of the foot of the topsail, and the 
main-stay should be served in the wake of the foremast. The 
main and spring stays usually pass on different sides of the 
foremast, and set up at the hawse-pieces. 

The bolsters under the eyes of the rigging should always be 
covered with tarred parcelling, marled on. 

The starboard forward shroud goes on first ; then the lar- 
board ; and so on. The fore stay and spring stay go over the 
shrouds; and the head stays always go over the backstays. 

Cutting and fitting Tofmast Rigging. — For the forward 
shroud, measure from the hounds of the topmast down to the 
after part of the lower trestle-trees, and add to that length 
half the circumference of the mast-head at the hounds. The 
eye is once and a quarter the circumference of the mast-head. 
The topmast rigging in size should be three fifths of the lower 
rigging. For the topmast backstays, measure the distance 
from the hounds of the mast down to the centre of the deck, 
abreast of their dead-eyes in the channels, and add to this 
length one half the circumference of the mast-head. Add to 
the length of the larboard pair, which goes on last, twice the 
diameter of the rope. The size of the fore and main topmast 
backstays is generally one quarter less than that of the lower 
rigging; and that of the mizzen topmast backstays the same 
as that of the main topmast rigging. The size of the topmast 
stays should be once and a quarter that of the rigging. The 
topmast rigging is fitted in the same manner as the lower. 
The backstays should be leathered in the wake of the tops and 
lower yards. The breast-backstays are turned in upon blocks 
instead of dead-eyes, and set up with a luff purchase. The 
fore topmast stay sets up on the starboard, and the spring stay 
on the larboard side of the bowsprit. 

All the fore-and-aft stays are now set up on their ends, and 
should be leathered in their nips, as well as in their eyes. 

The main topmast stay goes through a heart or thimble at 
the foremast-head, or through a hole in the cap, and sets up on 
deck or in the top ; and the mizzen topmast stay sets up at 
tne mainmast-head, above the rigging. 

Jib, Topgallant, and Royal Rugging — The jib stay sets up 



22 CUTTING AND FITTING RIGGING. 

on its end on the larboard side of the head, and is served ten 
feet from the boom, and its collar is leathered like that of the 
topmast stay. The gaub lines or back ropes go from the mar- 
tingale in-board. The guys are fitted in pairs, rove through 
straps or snatches on the spritsail yard, and set up to eye-bolts 
inside of or abaft the cat-heads. The foot-ropes are three 
quarters the length of the whole boom, and go over the 
boom-end with a cut splice. Overhand knots or Turks-heads 
should be taken in them at equal distances, to prevent the 
men from slipping, when laying out upon them. 

The most usual method of fitting topgallant rigging in mer- 
chantmen, is to reeve it through holes in the horns of the cross- 
trees, then pass it between the topmast shrouds over the 
futtock staff*, and set it up at an iron band round the topmast, 
just below the sheave-hole; or else down into the top, and set 
it up there. To get the length of the starboard forward 
shroud, measure from the topgallant mast-head to the heel of 
the topmast, and add one half the circumference of the top- 
gallant mast-head. Its size should be about five sevenths of 
the topmast rigging. Each pair of shrouds should be served 
below the futtock staves. They are fitted like the topmast 
shrouds. The fore-and-aft stays of long topgallant masts go 
with eyes, and are served and leathered in the wake of the foot 
of the sails. The fore topgallant stay leads in on the starboard 
side of the bowsprit, and sets up to a bolt at the hawse-piece ; 
the main leads through a chock on the after part of the fore 
topmast cross-trees, and sets up in the top; and the mizzen 
usually through a thimble on the main cap, and sets up on its 
end. 

The topgallant backstays set up on their end, or with lan- 
yards in the channels ; and for their length, measure from the 
mast-head to the centre of the deck, abreast the bolt in the 
channels. 

The royai shrouds, backstays, and fore-and-aft stays, are 
fitted like those of the topgallant masts, and bear the same 
proportion to them that the topgallant bear to the topmast. 
The fore royal stay reeves through the outer sheave-hole of the 
flying jib-boom, and comes in on the larboard side ; the main 
through a thimble at the fore jack-cross-trees ; and the mizzen 



CUTTING AND FITTING- RIGGING. 23 

through a thimble at the maiD topmast cap. The tlying jib- 
stay goes in on the starboard side, and sets up like the jib- 
stay. The gear of the flying jib-boom is fitted like that of the 
jib-boom. 

Ratling. — Swift the rigging well in, and lash handspikes 
or boat's oars outside at convenient distances, parallel with 
the shear-pole. Splice a small eye in the end of the ratlin, 
and seize it with yarns to the after shroud on the starboard 
side and to the forward on the larboard, so that the hitches 
may go vnth the sun. Take a clove hitch round each shroud, 
hauling well taut, and seize the eye of the other end to the 
shroud. The ratlins of the lower rigging should be thirteen, 
and of the topmast rigging eleven inches apart, and all square 
with the shear-pole. 

Standing Rigging of the Yards. — The first thing to go 
upon the lower yard-arm, next the shoulder, is the head-earing 
strap ; the next, the foot-ropes ; next, the brace-block ; and 
lastly, the lift The foot-ropes go with an eye over the yard- 
arm, are rove through thimbles in the end of the stirrups, 
(sometimes with Turks-heads, to prevent their slipping,) and 
are lashed to bolts or thimbles, but now usually to the iron 
trusses. The stirrups fit to staples in the yard, with an eye- 
splice. The lifts should be single, and fitted with an eye over 
the yard-arm, and lead through a single block at the mast- 
head, and set up by a gun or luff tackle purchase, with the 
double block hooked to a thimble or turned in at the end, and 
the lower block to an eye-bolt in the deck. Instead of brace- 
blocks on the fore and main yards, brace-pennants fitted over 
the yard-arm with an eye are neater. The latest and neatest 
style of rigging lower yards is to have a strong iron band Avith 
eyes and thimbles round each yard-arm, close to the shoulder, 
and then fit the lift, foot-rope, and brace-pennant, each to one 
of these eyes, with an eye-splice round the thimble or with a 
hook. The loAver lifts now, for the most part, cross each other 
over a saddle upon the cap, instead of going through blocks. 

The inner ends of the foot-ropes to the topsail, topgallant 
and royal yards, cross each other at the slings; and on the 
topsail yard there are Flemish-horses, spliced round thimbles 
on the boom-iron, and the other end seized to the yard, cross- 



24 CUTTING AND FITTING RIGGING. 

ing the foot-rope. A neater mode is to hook the outer end of 
the Flemish-horse, so that it may be unhooked and furled in 
with the sails when in port. Next to the foot-ropes go on 
the brace-blocksj and lastly, the lifts. The rigging to the top- 
gallant and royal yards is fitted similarly to that upon the top- 
sail, except that there is nothing over the yard-arms but foot- 
rope, brace and lift. The brace to the royal yard fits with an 
2ye, The reef-tackle, studding-sail halyard, and other tem- 
porary blocks, are seized to the lower and topsail yard-arms by 
open straps, so that they may be removed without taking off 
the lift. The topgallant studding-sail halyard block is often 
hooked to the boom-iron, under the yard. 

The foot-ropes to the spanker-boom should be half the 
length of the boom, going over the end with a splice, covered 
with canvass, and coming in one third of the way to the jaws, 
and seized to the boom by a rose-seizing through an eye-splice. 
The next to go over the boom-end are the guys, which are fitted 
with a cut-splice covered Avith canvass, and have a single block 
turned in at their other ends. To these single blocks are luff or 
gun-tackle purchases, going to the main brace-bumpkin. Their 
length should be two fifths that of the boom. The topping-lifts 
are usually hooked into a band or spliced into bolts about one 
quarter the distance from the outer end of the boom, and reeve 
through single blocks under the top, with a double or single 
block at their lower ends. 

All the splices and seizings of the standing rigging should 
be covered with canvass, if possible, except in the channels 
and about the head, where they are too much exposed to the 
washing of water. A vessel looks much neater for having the 
ends of the rigging, where eyes are spliced, or where they are 
set up on their ends aloft or on deck, covered with canvass, and 
painted white or black, according to the place where they are. 
The lanyards and dead-eyes of the smaller rigging which sets 
up in the top may also be covered with canvass. The lan- 
yards, dead-eyes, and turnings-in of the rigging in the chan- 
nels, should always be protected by Scotchmen when at sea, 
and the forward shroud should be matted or battened all the 
way up to the futtock staves. 



CUTTING AND FITTING RIGGING. 25 



In some smaller merchantmen the lower rigging is not in- 
frequently set up upon its end to bolts in the rail. This is very 
inconvenient on many accounts, especially as all the seizings 
have to be come up with, and the nip of the shroud altered, 
whenever it is at all necessary to set them taut. This soon 
defaces and wears out the ends ; while, Avith dead-eyes, only 
the lanyards have to be come up with. Some vessels set up 
their lower rigging with dead-eyes upon the rail. This is con- 
venient in setting them up in bad weather, but does not give 
so much spread as when set up in the channels, and presents 
a more complicated surface to the eye. If the rigging is fitted 
in this way, you must deduct the height of the rail above the 
deck from the measure before given for cutting it. 

Breast-eackstays. — It is not usual, now, for merchant ves- 
sels to carry topmast breast-backstays. If they are carried, 
they are spread by out-riggers from the top. Topgallant and 
royal breast-backstays are used, and are of great assistance in 
sailing on the wind. There are various ways of rigging them 
out, of which the following is suggested as a neat and conve- 
nient one. Have a spar fitted for an out-rigger, about tlie size 
of one of the horns of the cross-trees, with three holes bored in 
It, two near to one end, and the third a little the other side of 
the middle. Place it upon the after horn of the cross-tree, 
with the last-mentioned hole over the hole in the end of the 
horn of the cross-tree, and let the after topgallant shroud reeve 
through it. Reeve the topgallant and royal breast-backstays 
through the outer holes, and set them up by a gun-tackle pur- 
chase, in the channels.^ The inner end of the out-rigger should 
fit to a cleat, and be lashed to the cross-tree by a lanyard. 
When the breast-backstays are to be rigged in, cast off the lan- 
yard, and let the out-rigger slue round the topgalkint shroud 
for a pivot, the inner end going aft, and the outer end, with the 
backstays, resting against the forward shroud. One of these 
out-riggers should be fitted on each side, and all trouble of 
shifling over, and rigging out by purchase, will be avoided. 

*The royal breast- backstay may be used as the fall o\'l\\e purchase. 

3 



26 FITTING AND REEVING RUNNING RIGGING 



CHAPTER III. 

FITTING AND REEVING RUNNING RIGGING. 

Fore braces. Main braces. Cross-jack braces. Fore, main, and miz- 
zen topsail braces. Fore, main, and mizzen topgallant and royai 
braces. Trusses. Topsail lyes and halyards. Topgallant and royal 
halyards. Peak and throat halyards. Spanker brails. Fore and main 
tacks and sheets. Topsail, topgallant and royal sheets and clewlines. 
Reef-tackles. Clew-garnets. Fore and main buntlines, leechlines, 
and slablines. Topsail clewlines and bnntlines. Bowlines. 

To REEYE A Brace, begin on deck, and reeve to where the 
standing part is made fast. The fore braces reeve up through 
a block on the mainmast just below the rigging, down or in 
through the brace-block on the yard or at the end of the pen- 
nant, and the standing part is brought through the cheeks of 
the mast with a knot inside. The neatest way for reeving the 
main Irace is out through a single block on the brace-bumpkin, 
out through the brace-pennant-block, in through an outer block 
on the bumpkin, and seized to the strap of the pennant. 
Another Avay is out through the bumpkin block, out or doion 
through the pennant block, and secure the end to the bumpkin 
or to the fashion-piece below. 

The cross-jack braces reeve up through blocks on the after 
shroud of the main rigging, up through blocks on the yard, one 
third of the way in from the yard-arm, and are seized to a bolt 
in the mainmast, or to the after shroud again. 

The fore topsail braces reeve up through the blocks secured 
to the bibbs at the mainmast-head, in through the span-block 
at the collar of the main stay, up through the block on the 
yard, and are seized to the main topmast-head; or else up 
through a block at the topmast-head, down through the brace- 
block on the yard, and are seized to the collar of the main stay. 
The last way is the best. The main topsail braces are rove 
through span-blocks at the mizzen-mast, below the top, up 
through the blocks on the yard, and are seized to the mizzen 



FITTING AND REEVING RUNNING RIGGING. 27 

topmast-head; or else up through a block at the mizzen-mast- 
head, down through the block on the yard, and secured to the 
mizzen-mast. The first way is the best. The mizzen topsail 
braces reeve up through the leading blocks or fair-leaders on 
the main rigging, up through blocks at the mainmast-head, or 
at the after part of the top, up through the yard blocks, and 
are seized to the cap. 

The fore and raain topgallant braces are rove up through 
blocks under the topmast cross-trees, in through span-blocks on 
the topmast stays, just below their collars, up through the 
blocks on the yards, and the main are usually seized to the 
head of the mizzen topgallant mast, and the fore to the topmast 
stay, by the span-block. The mizzen topgallant braces gene- 
rally go single, through a block at the after part of the main top- 
mast cross-trees. The royal braces go single : the/ore, through a 
block at the main topgallant mast-head ; the main^ through one 
at the mizzen topgallant mast-head ; and the mizzen, through 
a block at the after part of the main topmast cross-trees. 

Halyards. — The lovjer yards are now hung by patent iron 
trusses, which allow the yard to be moved in any direction ; 
topped up or braced. The topsail yards have chain tyes, which 
are hooked to the slings of the yard, and rove through the sheave- 
hole at the mast-head. The other end of the tye hooks to a 
block. Through this block a chain runner leads, with its stand- 
ing part hooked to an eye-bolt in the trestle-tree, and with the 
upper halyard-block hooked to its other end. The halyards 
should be a luff purchase, the fly-block being the double block, 
and the single block being hooked in the channels. Some- 
times they are a gan-tackle purchase, Avith two large single 
blocks. The lower block of the mizzen topsail halyards is 
usually in the mizzen-top, the fall coming down on deck. 

The /ore and mizzen topsail halyards come down to port, and 
the main to the starboard. The topgallant halyards come 
down on opposite sides from the topsail lialyards ; though the 
fore and main usually come down by the side of the masts. 
The fore and main topgallant halyards sometimes hoist with 
a gun-tackle purchase, but ihe mizzen and all the royal hal- 
yards are singk\ 

The throat and peak halyards of the spanker arc fitted m the 



28 fittinct and reeving nuxxiNG rigging. 

following manner. The outer peak halyard block is put on 
the gaff, one third of its length from the outer end, or a very 
little, if any, within the leech of the sail ; and the inner one, two 
thirds in. The blocks are fitted round the gaff with grommet 
straps, and are kept in their places by cleats. The double 
block of the peak halyards is strapped to the bolt in the after 
part of the mizzen cap, and the halyards are rove up through 
this, 171 through the blocks on the gaff, the inner one first, the 
standing part made fast to the double block, and the fall com- 
ing on deck. The upper block of the throat halyards is secured 
under the cap, and the lower block is hooked to an eye-bolt 
on the jaws of the gaff. This is a two-fold tackle. 

The Spanker Brails. — The peak brails reeve through single 
blocks on the gaff, two on each side, generally span-blocks, and 
then through the throat brail blocks, as leaders, to the deck. 
The throat brails reeve through two triple blocks strapped to 
eye-bolts under the jaws of the gaff, one on each side, through 
the two other sheaves of which the peak brails lead. Each 
brail is a single rope, middled at the leech of the sail. 

Tacks, Sheets, Clewlines, &:c. — It is much more convenient 
to have the tack and sheet blocks of the courses fastened to the 
clews of the courses by hooks. Then they can be unhooked 
when the sail is furled, and, in light weather, a single rope with 
a hook, called a lazi/ sheet, can be used, instead of the heavy 
tacks and sheets with their blocks. This is also much more con- 
venient in clewing up. The 7nai)i tack is rove aft through the 
block in the waterways, forward through the block on the sail, 
and the standing part hooks to the block on deck. The fore tack 
goes through a block on the bumpkin. The sheets of the courses 
have the after block hooked to an eye-bolt in the side, abaft the 
channels, and the forward one hooked to the clew of the sail, the 
running part reeving through a sheave-hole in the rail. The 
sheets of all the square sails but the courses run from the clew 
of the sail, through sheave-holes in the yard-arms, through 
the quarter blocks, down on deck. The topsail sheets are 
chain, are clasped to the clews of the sail, and are fitted with a 
gun-tackle purchase at the foot of the mast. The topgallant 
and royal sheets are single. The topsail and topgallant clew- 
lines reeve through the quarter-blocks. The royal clewlines 



FITTING AND REEVING RUNNING RIGGING. 29 

are single, and the topsail and topgallant are a gun-tackle pur- 
chase. 

The reef-tacldes of the topsails reeve up through blocks on 
the lower rigging, or futtock shrouds, down through the block 
on the yard, down the leech of the sail and through the block 
on the leech, and are made fast to the yard on their own parts, 
with a clinch, outside of everything. 

The dew-garnets reeve out through blocks under the quar- 
ters of the yard, then up through blocks at the clew, and the 
standing part is made fast to the yard, to the block, or to a strap. 
The huntlines of the courses reeve through double or triple 
blocks under the forward part of the top, down forward of the 
sail, sometimes through thimbles in the first reef-band, and are 
clinched to the foot of the sail. The leechlines reeve through 
single blocks on the yard, and arc clinched to the leech of the 
sail. The slaUinc is a small rope rove through a block under 
the slings of the yard, and clinched to the foot of the sail. This 
is not much used in merchant vessels. The topsail clewlines 
lead like the clew-garnets of the courses. The topsail huntlines 
reeve forward through single blocks at the topmast^head, down 
through the thimbles of a lizard seized to the tye, just above 
the yard, and are clinched to the foot of the sail. The handi- 
est way of reeving the main bowline is to have a single rope 
wdth the standing part hooked near the foremast, and reeve it 
out through a heart in the bridle. This will answer for both 
sides. The /ore bowline maybe rove through a single block at 
the heel of the jib-boom and hooked to the bridle. The bo va- 
lines to the other sails are toggled to the bridles and lead for- 
ward. Many vessels now dispense with all the bowlines ex- 
cept to the courses. This saves trouble, makes a ship look 
neater, and, if the sails are well cut, they will set taut enough 

in the leach, without bowlines. 
3# 



30 TO RIG MASTS AND YARDS. 



CHAPTER IV. 

TO RIG MASTS AND YARDS. 

Rigging the shears. Taking in lower masts and bowsprit. To rig a 
bowsprit. Getting the tops over the mast-heads. To send up a top- 
mast. To get on a top-mast cap. To rig a jib-boom. To cross a 
lower yard. To cross a topgallant yard. To send up a topgallant 
mast. Long, short, and stump topgallant masts. To rig out a flying 
jib-boom. To cross topgallant and royal yards. Skysail yards. 

Taking in Lower Masts and Bowsprit. — Shore up the 
beams upon which the heels of the shears will rest, if neces- 
sary, from the keelson. Parbuckle the shears aboard, with 
their heads aft. Raise their heads upon the taffrail, cross them, 
and pass the shear-lashing. Lash the upper block of a three- 
fold tackle under the cross, and secure the lower block to the 
breast-hooks, or to a toggle in the hawse-hole. You may also 
reeve and secure, in the same manner, a smaller purchase, 
which shall work clear of the first. Have two forward and 
two after guys clove-hitched to the shear-head, wdth cleats to 
prevent their slipping. Get a girt-line on one shear-head and 
a small tackle on the other, to slue and cant the mast. Let 
the fall of the main tackle come through the middle sheave, to 
prevent the block's sluing in its strap. Reeve large heel tackles 
to rouse the shears aft with. Put long oak plank shoes under 
the heels ; and, if it be necessary, clap a thwart-ship tackle 
upon the two heels, or reeve a lashing, and put a stout plank 
between them, and bowse taut ; which will prevent too great a 
strain coming upon the water-ways. Take the main tackle 
fall to the capstan; heave round, haul on the forward guy 
and after heel tackles, and raise the shear to an angle of about 
eighty degrees with the deck, and so that the main purchase 1 
will hang plumb with the partners of the mizzen-mast. Lash 
a garland to the forward part of the mast, above the centre,- 
and toggle the purchase to it. Heave the mast in ever the 
bulwarks ; fit the trestle-trees and after chock ; reeve girt-lines 



TO RIG MASTS AND YARDS. 31 

by which men may be hoisted when the mast is in ; point the 
mast in, and lower away. Always take in the mizzen-mast 
first. Get in the main and then the foremast in the same 
manner, rousing the shears forward, with their shoes, hy means 
of the heel tackles. Having stepped and secured the foremast, 
carry the forward guys aft and rake the shears over the bows ; 
toggle the lower block of the main tackle to a garland lashed 
to the upper part of the bowsprit inside of the centre. Put on 
the cap, and carry tackles or guys from the bowsprit-head to 
each cat-head, and clap on a heel tackle or guy. Heave the 
bowsprit, and direct it by the small tackles and guys. 

To RIG A Bowsprit. — Lash collars for the fore stay, bobstays, 
and bowsprit shrouds, then for the spring stay, and put on the 
bees for the topmast stays ; fit the man-ropes, pass the gam- 
moning, and set up bobstays and shrouds. 

To GET THE Tops over the Mast-heads. — Place the top on 
deck abaft the mast ; get a girt-line on each side of the mast- 
head, and pass the end of each under the top, through the holes 
in the after part ; clinch them to their own parts, and stop them 
to the fore part of the top with slip-stops. Have a guy to the 
fore and another to the after part of the top. Make the ends 
of a span fast to the after corners of the top, and bend a girt- 
line from the mast-head to the bight of the span, and stop it to 
the forward part of the top. Sway aivay on the girt-lines. 
When the fore part of the top is above the trestle-trees, cut the 
span-stops, and when the after part is above them, cast off the 
slip-stops. When the lubber-hole is high enough to clear the 
mast-head, haul on the forward guy, and let the top hang hori- 
zontally by the girt-lines. Lower away, place and bolt it. 

The fore and main tops are sent up from abaft, and the 
mizzen from forward. The tops may be got over without the 
span and girt-line, by stopping the two girt-lines first rove to 
the middle as well as to the fore part of tlie top, and cutting: 
the upper stops first. 

To SEND UP A Topmast. — Get the topmast alongside, with 
its head forward. Lash a top-block to the head of the lower- 
mast ; reeve a mast-rope through it, from aft forward, and bring 
the end down and reeve it tlirough the slieave-hole of the top- 
mast, liitching it to its own part a liltlo below the topmast-head, 



32 TO RIG MASTS AND YARDS. 

and stopping both parts to the mast, at intervals. Snatch the 
rope and sway away. As soon as the head is through the lower 
cap, cast off the end of the mast-rope, letting the mast hang 
by the stops, and hitch it to the staple in the other end of the 
cap. Cast off the stops and sway away. Point the head of the 
mast between the trestle-trees and through the hole in the lower 
cap, the round hole of which must be put over the square hole 
of the trestle-trees. Lash the cap to the mast, hoist away, 
and when high enough, lower a little and secure the cap to the 
lower mast-head. (This is when it cannot be put on by hand.) 
If the cross-trees are heavy, they may be placed in the follow- 
ing manner. Sway away until the topmast-head is a few 
feet above the lower cap. Send up the cross-trees by girt-lines, 
and let the after part rest on the lower cap and the forward 
part against the topmast. Lower away the topmast until the 
cross-trees fall into their place, and then hoist until they rest 
on the shoulders. Lash on the bolsters, get girt-lines on the 
cross-trees to send up the rigging, and then put it over the 
mast-head, first the shrouds, then the backstays, and lastly the 
head-stays. Sway the topmast on end, fid it, and set up the 
rigging. 

To GET ON A Topmast-Cap. — In vessels of the largest class, 
it may be necessary to send up the cap in the following man- 
ner, but it can usually be got up by hand. Or it may be fitted 
and the rigging put on over it. Send the cap up to the cross- 
trees by girt-lines, and place the round hole of the cap over the 
forward hole of the cross-trees ; send aloft a topgallant stud- 
dingsail boom, and point its upper end through the holes in the 
cross-trees and cap, and lash the cap to it. Hook a tackle or 
girt-line to a strap on the lower end of the spar, and sway away 
until the cap is over the mast-head. Slue the spar so that the 
cap may come fair, lower away, and place the cap upon the 
mast-head. Unlash the spar and send it down. 

To RIG OUT A Jtb-boom. — Point the outer end through the col- 
lars of the stays. Reeve the heel-rope through a block at the 
bowsprit cap, through the sheave-hole at the heel of the boom, 
and secure the end to an eye-bolt in the cap on the opposite 
side. Rig the boom out until the inner sheave-hole is clear of 
the cap. Tar the boom-end, put on the foot-ropes and guys, and 



TO Ria MASTS AND YARDS. 33 

reeve the jib stay. Hoist up the martingale and rig it, and 
reeve the martingale stay and gaub-line. Rig the boom out to 
its place, and set up the jib and martingale stays. 

To CROSS A Lower Yard. — If the yard is alongside, reeve 
the yard rope through the j ear block at the mast-head, make it 
fast to the slings of the yard, and stop it out to the yard-arm. 
Sway away, and cast off the stops as the yard comes over the 
side, and get the yard across the bulwarks. Lower yards are 
rigged now with iron trusses and quarter-hlocks, which would 
be fitted before rigging the yard. Seize on the clew-garnet 
block, and put the rigging over the yard-arm ; first the straps 
for the head-earings, then the foot-ropes, then the brace blocks 
or pennants, and last the eye of the lift. (The lifts, brace pen- 
nants, and foot-ropes are now spliced or hooked into rings with 
thimbles on an iron band, round the yard-arm, next the shoul- 
ders. In this way, there is no rope of any kind round the yard- 
arm.) lleeve the lifts and braces, get two large tackles from 
the mast-head to the quarters of the yard, and sway away on 
them and on the lifts, bearing off and sluing the yard by means 
of guys. Secure the yard by the iron trusses, and haul taut 
lifts and braces. 

To CROSS a Topsail Yard. — As topsail yards now have chain 
tyes, there are no tye-blocks to seize on. Tiie quarter-blocks 
are first seized on, and the parral secured at one end, ready to 
be passed. A single parral has an eye in each end, and one 
end is passed under the yard and over, and the eye seized to 
the standing part, close to the yard. After the yard is crossed, 
the other end is passed round the mast, then round the yard, 
and seized in the same manner. To pass a double parral, pro- 
ceed in the same manner, except that the seizings are passed 
so as to leave the eyes clear and above the standing part, and 
then take a short rope with an eye in each end, pass it round 
the mast, and seize the eyes to the eyes of the first long rope. 
The parral is wormed, served and leathered. The parral being 
seized at one end, put on the head-earing straps, the foot-ropes, 
Flemish horses, and brace blocks. Bend the yard-rope to the 
slings, stop it out to the yard-arm, and sway away until the 
yard is up and down ; then put on the upper lift in the top and 
the lower lift on dock, and yccvc the braces. Swav away, 



34 TO RIG MASTS AND YARDS. 

cast off the stops, and take in upon the lower lift as the yard 
rises, till the yard is square ; then haul taut lifts and braces and 
pass the parral. 

To SEND UP A Topgallant Mast. — Most merchantmen 
carry long topgallant masts. In these, the topgallant, royal 
and skysail masts are all one stick. A short topgallant mast 
is one which has cross-trees, and above which a fidded royal- 
mast may be rigged. A stump topgallant mast has no cross- 
trees, or means for setting a mast above it, and is carried only in 
bad weather. Some short topgallant masts are rigged with a 
withe on the after part of the mast-head, through which a slid- 
mg-gunter royal-mast is run up, with its heel resting in a step 
on the topmast cap. 

To send up a long topgallant mast, put the jack over the 
topmast cap, with a grommet upon its funnel for the eyes of 
the rigging to rest upon ; send up the rigging by girtlines, and 
put the eyes over the jack, first the topgallant shrouds, backstays 
and stays, then the royal rigging in the same order, with a 
grommet, then the skysail stay and backstay, and lastly the 
truck. Reeve a top-rope forward through a block at the top- 
mast-head, through the hole in the cross-trees; through the 
sheave-hole at the foot of the topgallant mast ; carry it up the 
other side, and make it fast to its own part at the mast-head ; 
stop it along the mast, and bend a guy to the heel. Sway 
away, and point through the jack ; put on the truck, and the 
skysail, royal and topgallant rigging in their order ; slue the 
mast so as to bring the sheaves of the tyes fore-and-aft ; cast 
off the end of the top-rope, the mast hanging by the stops ; 
make it fast to an eye-bolt on the starboard side of the cap, 
and sway away. When high enough, lid the mast and set up 
the rigging. 

A short topgallant mast is sent up like a topmast, the cross- 
trees got over in the same manner ; and the fidded royal-rnast 
IS sent up like a long topgallant mast. 

To RIG OUT A Flying Jib-boom. — Ship the withe on the jib- 
Doom end, reeve a heel-rope through a block at the jib-boom 
end, and bend it to the heel of the flying jib-boom, and stop it 
along, out to the end. Haul out on the heel-rope, point through 
the withe, put on the rigging, in the same order with that of 



TO RIG MASTS AND YARDS. 35 

the jib-boom ; reeve the guys, martingale, flying jib, royal and 
skysail stays ; rig out, and set up the rigging. The heel of 
the boom rests against the bov/sprit cap, and is lashed to the 
jib-boom. 

The flying jib-boom should be rigged fully out before the fore 
topgallant mast is swayed on end. 

To CROSS A Topgallant Yard. — Seize on the parral and 
quarter-blocks ; reeve the yard-rope through the sheave-hole of 
the topgallant mast, make it fast to the slings of the yard, 
and stop it out to the upper end. Sway away, and when the 
upper yard-arm has ^ched the topmast-head, put on the upper 
lift and brace ; sway away again, put on the lower lift and 
brace, cast off* all the stops, settle the yard down square by lifts 
and braces, and pass the parral lashing. 

To CROSS Royal Yards. — The royal yards are crossed in the 
same manner as the topgallant yards, except that in most mer- 
chantmen they would be sent up by the halyards instead of a 
yard-rope. If there is not a standing skysail, the quarter- 
blocks on the royal yard will be single. 

Skysail Yards. — If the skysail is a standing sail, the yard 
is rigged like the royal yard, with lifts and braces, and the sail 
is fitted with sheets and clewlines ; but if it is a flying skysail, 
the yard has neither lifts nor braces, and the clews of the sail 
are seized out to the royal yard-arms. There are various ways 
of rigging a flying skysail, of which the following is believed 
to be as convenient as any. Let the royal stay go round the 
mast-head, with a traveller, above the yard, so that the stay may 
travel up and down the skysail mast. Seize a thimble into 
the stay, close against the forward part of the grommet ; lead 
the skysail halyards through the thimble, and make them fl\st 
to the centre of the yard, which will need no parral, under- 
neath the royal stay. Make fist the ends of two small ropes 
for downhauls, to the skysail yard, about half way out on 
each yard-arm, and reeve them through small cleats on the 
after part of the royal yard, the same distance oui on each 
yard-arm. These may be spliced into a single rope below the 
yard, which will go through a fair-leader in the oros^-trees 
10 the deck. By this means the skysail may be taken in or 
set without the necessity of sending a man aloft. Let go the 



36 TO SEND DOWN MASTS AND YARDS. 

halyards and haul on the downhaul, and the yard will be 
brought close down to tne royal yard. To hoist it, let go the 
downhaul and royal stay, and haul on the halyards. When 
the royal is taken in, haul tne skysail yard down with the royal 
yard, and furl the sail in with the royal. 



CHAPTER 



TO SEND DOWN MASTS AND YARDS. 

To send down a royal yard — a topgallant yard — a topgallant mast. To 
house a topgallant mast. To send down a topmast. To rig in a jib 
boom. 

To SEND DOWN A RoYAL Yard. — If the sail is bent to the 
yard, furl it, making the gaskets fast to the tye. Cast off the 
sheets and clewlines, and make them fast to the jack. Be care- 
ful to unreeve the clewlines through the quarter-blocks. Cast 
off the parral-lashing. Overhaul the tye a little, and stop it to 
the yard, just outside of the quarter-block. If stopped too far 
out, the yard will not hoist high enough to get the lower lift 
off. Sway away on the halyards, which will cant the yard and 
hoist it. When high enough, cast off the lower lift and brace, 
(being careful not to let the brace go,) and make them fast to 
the jack. Lower away, and as the upper yard-arm comes 
abreast of the jack, clap a stop round the yard and tye, near 
the yard-arm, and cast off the lift and brace, making them fast 
to the jack. Lower away to the deck. 

If the halyards are not single, the yard must be sent down 
by a yard-rope, like the topgallant yard. In some vessels, 
instead of making the sheets and clewlines fast to the jack, over- 
hand knots are taken in their ends, and they are let go. The 
sheets will run out to the topgallant yard-arms, and the clew- 
lines will run to the fair-leaders in the cross-trees. In port, 
the main royal yard is sent down on the starboard side, and 



TO SEND DOWN MASTS AND YARDS. 37 

the fore and mizzen on the larboard ; but at sea, the tye is 
stopped out on the lee side, and the yard sent down in any way 
that is the most convenient. 

To SEND DOWN A ToFGALLANT Yard. — Cast off the shoets. 
bowlines, buntlines and clewlines, and make them fast to the 
cross-trees. Reeve a yard-rope through a jack-block at the 
mast-head, unhook the tye, cast off the parral-lashing, bend 
the yard-rope to the slings of the yard by a fisherman's bend, 
and stop it to the quarters of the yard. Sway aw^ay, and take 
off the lifts and braces, as with the royal yard. 

To SEND DOWN A ToPGALLANT Mast. — Hook the top-block 
to the eye-bolt at the larboard side of the topmast cap ; reeve 
the mast-rope through it, then through the sheave-hole in the 
foot of the topgallant mast, and hitch its end to the eye-bolt on 
ihe starboard side of the cap. Come up the rigging, stays and 
backstays, and guy the mast-head by them. Hoist a little on 
the mast-rope, and take out the fid. (The fid should always 
be fastened to the cross-trees or trestle-trees, by a lanyard.) 
Lovv^er away until the mast is a little short of being through 
the cap. Then seize or rack together both parts of the mast- 
rope just above the sheave-hole ; cast off the end of the masi- 
rope, letting the mast hang by the stops, and hitch it round 
the mast-head to its own part, below the cap. Then lower 
away to the deck. If the rigging is to come on deck, round up 
the mast-rope for a girtline ; if it is to remain aloft, lash it to 
the topmast cap, render the shrouds through the cross-trees, and 
stop them up and down the topgallant rigging. Sheep-shank 
the stays and backstays, and set them hand-taut. If the top- 
mast is also to be sent down, take off the topmast cap and 
send it on deck. 

To HOUSE A Topgallant Mast. — Proceed in the same man- 
ner, except that when the mast is low enough, belay the mast- 
rope, pass a heel-lashing through the fid-hole and round tlie 
topmast. 

To SEND down a Topmast. — Hook the top-block, reeve the 
mast-rope through it and through the sheave-liole in tlie foot 
of the mast, and hitch it to the staple at the other side of the 
cap. Lead the fall through a snatch-block, to the capstan. 
Sling the lower yard, if it is to remain aloft, and unshackle 
4 



38 EENDI^^G AND UNBEXDIXG SAILS. 

the trusses, if they arc of iron. Come up the rigging, stays 
and backstays, weigh the mast, take out the fid, and lower 
away. If the rigging is to remain aloft, lash the cross-trees to 
the lower cap. The rigging should be stowed away snugly in 
the top, and the backstays be snaked up and do^vn the lower 
rigging. 

To RIG IN A J1B-B0031. — Reeve the heel-rope (if necessary,) 
come up the stay, martingale stay and guys ; unreeve the jib- 
stay, station hands at each guy, clear away the heel-lashing, 
haul in upon the guys, and light the boom en board. In most 
cases the boom will come in without a heel-rope. Make fast 
the eyes of the rigging to the bowsprit cap, and haul all taut. 



CHAPTER VI. 



BENDING AND UNBENDING SAILS. 

To bend a course. To send up a topsail by the halyards — by the biint- 
lines. To bend a topgallant sail — a royal — a jib — a spanker — a spen- 
cer. To unbend a course — a topsail — a topgallant sail or royal — a 
jib. To send down a topsail or course in a gale of wind. To bend a 
topsail in a gale of wind. To bend one topsail or course, and send 
down the other at the same time. 

To BEND A Course. — Stretch the sail across the deck, for- 
ward of the mast and under the yard ; being careful to have 
the after part of the sail aft. Seize the clew-garnet blocks to 
the clews ; also the tack and sheet blocks, unless they go with 
hooks or clasps. Eeeve the buntlines through the thimbles of 
the first reef-band forward, if they are made to go so, and tog- 
gle their ends to the foot of the sail, or carry them through the 
eyelet-holes and clinch them to their own parts. Reeve the 
clew-garnets and leechlines ; carry the bights of the buntlines 
under the sail, and rack them tO their own parts ; stop the head 



BENDING AND UNBENDING SAILS. 39 

of the sail to the buntlines below the rackings ; put robands to 
each eyelet-hole in the head of the sail ; fasten the head and 
reef earings to their cringles, reeving the end of the reef-ear- 
ings through the head-cringle and taking a bowline with them 
to their standing parts, and hitching the hcad-earings to the 
buntlines. Sway away on the buntlines, leechlines and clew- 
garnets ; when the sail is up, pass the head-earings, reeving aft 
through the straps on the yard, and forward through the head 
cringle. Haal out on the earings, making the sail square by 
the glut, and pass the earings round the yard, over and under, 
through the head-cringle at each turn, and make the end 
fast around the first turns. If the sail is new, ride down the 
head rope on the yard, and freshen the earings. Make fast the 
head of the sail to the jackstay by robands, and cast the stops 
off the buntlines. 

To BEND A Topsail. — Make fast the head and reef-earings 
to their cringles, passing the end of each reef-earing through 
the cringle above its own and making it fast by a bowline to 
its own part. Put robands to each eyelet-hole in the head. If 
the sail is to be sent up by the topsail halyards, lay it on deck 
abaft the foot of the mast, make it up with its head and foot 
together, having the head and first reef cringles together and 
out, and also the bowline cringle and the clev/s out. Bight 
the sail in three parts on a pair of slings, having the end of 
the sail that belongs on the opposite yard-arm on top. Have 
the fly-block of the topsail halyards above the top, and rack the 
runner to the topmast backstay or after shroud. Hook the 
lower block to the slings around the sail, hoist the sail up into 
the top, cast off the slings, unhook the halyards, and pass 
the upper end of the sail round forward of the mast, ready for 
bending. (If the vessel is rolling or pitching, with a stitT 
breeze, the sail may be guyed and steadied as it goes up, by 
hooking a snatch-block, moused, to the slings around the sail, 
passing the hauling part of the halyards through it, and through 
another snatch-block on deck.) Get the clewlines, buntlines, 
sheets, bowlines, and recf-tacklos leady for bending, the clove 
hooks of the sheets being stoppc:! to the topmast rigging. 
Hook or clasp the sheets to the clews, reeve the clewlines and 
reef-tackles, toggle the bowlines, clinch or toggle the buntlines 



40 BENDING AND UNBENDIiS^G SAILS. 

to the foot of the sail, and stop the head to the biintlines. Hoist 
on the buntlines and haul out on the reef-tackles, bringing the 
sail to the yard, and then pass the head-earings and make fast 
the robands as for a course. If the sail is to be sent up by the 
buntlines, lay the sail on the deck and foi u^ard of the mast, 
overhaul the buntlines down forward of the yard, on each side 
of the topmast stay and on the same side of the lower stay. 
Clinch the ends to the foot of the sail, bight them around un- 
der the sail and rack the bights to their standing parts, and stop 
the head of the sail to the standing parts below the rackings. 
Bend one bowline to the centre of the sail, to guy it in going 
aloft. Have the earings bent and secured as before described, 
and the bights of the head-earings hitched to the buntlines. 
Sway it up to the top, and haul the ends in on each side of the 
mast; reeve the clewlines and reef-tackles, make fast the 
bowlines and sheets, the ends of which, if chain, should be 
racked to the topmast rigging, ready to be made fast to the 
clews. The gear being bent, hoist on the buntlines, haul out 
on the reef-tackles, pass the head-earings, cut the stops of the 
buntlines, and make fast the robands. Middle tke sail on the 
yard by the glut, or by the centre cringle. 

To BEND Topgallant Sails and Royals. — These are gene- 
rally bent to their yards on deck ; the royals always. After 
being bent to the yard, they are furled, v\^ith their clews out, 
ready for sending aloft. If the topgallant sail is to be bent 
aloft, send it up to the topmast cross-trees by the clewlines, 
or by the royal halyards ; and there bend on the sheets, clew- 
lines, buntlines and bowlines, and bring the sail to the yard as 
with a topsail. 

To BEND A Jib. — Bend the jib halyards round the body of 
the sail, and the downhaul to the tack. Haul out on the down- 
haul, hoisting and lowering on the halyards. Seize the tack 
to the boom, the hanks to the luff of the sail, and the hal- 
yards to its head. Reeve the downhaul up through the hanks 
and make it fast to the head of the sail. Seize the middle of 
llie sheet-pennant to the clew. 

In some vessels the hanks are first seized to the sail, and 
the jib-stay unrove, brought in-board, and passed down through 



BENDING AND UNBENDING SAILS. 41 

the hanks, as the sail is sent out, rove in its place and set up. 
This is more troublesome, and wears out the jib-stay. 

To BEND A Spanker. — Lower the gafT, and reeve the throat- 
rope through the hole in the gaff under the jaws, and secure it. 
Sometimes the head of the luff fits with a hook. Then haul 
out the head of the sail by the peak-earing, which is passed 
like the head-earing of a topsail. When the head-rope is taut, 
pass the lacings through the eyelet-holes, and round the jack- 
stay. Seize the bights of the throat and peak brails to the 
leech, at distances from the peak which will admit of the saiPs 
being brailed up taut along the gaff, and reeve them through 
their blocks on the gaff, and at the jaws, on each side of the sail. 
The foot brail is seized to the leech just above the clew. Se: ze 
the luff of the sail to the hoops or hanks around the spanker mast, 
beginning with the upper hoop and hoisting the gaff as they 
are secured. The tack is hooked or seized to the boom or to 
the mast. Hook on the outhaul tackle. This is usually fitted 
with an eye round the boom, rove through a single block at 
the clew, and then through a sheave-hole in the boom. 

Some spankers are bent w^ith a peak outhaul ; the nead 
traversing on the jackstay of the gaff. 

The Fore and Main Spencers are bent like the spanker, 
except that they have no boom, the clew being hauled aft by a 
sheet, which is generally a gun-tackle purchase, hooked to an 
eye-bolt in the deck. 

To UNBEND A CouiisE. — Haul it up, cast off the robands, and 
make the buntlines fast round the sail. Ease the earings off 
together, and lower away by the buntlines and clew-garnets. 
At sea, the lee earing is cast off first, rousing in the lee body 
of the sail, and securing it by the earing to the buntlines. 

To UNBEND A TopsAiL. — ClcAV it up, cast off the robands, 
secure the buntlines round the sail, unhook the sheets, and 
unreeve the clewlines and reef-tackles; ease off the earings, 
and lower by the buntlines. 

A topgallant sail is unbent \i\ the same manner, and sent s\ovr[\ 
by the buntlines. A royal is usually sent down with the yard. 

To UNBEND A JiB. — Haul it doAvn, cast off the hank seizings 
and the tack-lashing, cast off and unreeve the downhaul and 
make it fast round the sail, and cnst off the sheet-pennant 
4* 



42 BENDING AND UNBENDING SAILS. 



lashings. Haul aboard by the downhaul, hoisting cleai by 
the halyards. 

The rules above given are for a vessel in port, with squared 
yards. If you are at sea and it is blowing fresh, and the top- 
sail or course is reefed, to send it down, you must cast off a 
few robands and reef-points, and pass good stops around the 
sail; then secure the buntlines also around it, and cast off 
all the robands, reef-points and reef-earings. Bend a line to 
the lee head-earing and let it go, haul the sail well up to 
windward, and make fast the lee earing to the buntlines. Get 
a hauling line to the deck, forward ; ease off the weather ear- 
ing, and lower away. 

To bend a new topsail in a gale of wind, it has been found 
convenient to make the sail up with the reef-bands together, 
the points all being out fair, to pass several good stops round the 
sail, and send up as before. This will present less surface to 
the wind. One course may be sent up as the other goes down, 
by unbending the buntlines from the foot of the old sail, pass- 
ing them down between the head of the sail and the yard, 
bending them to the foot of the new sail, and making the new 
sail up to be sent aloft by them, as before directed. Run the 
new sail up to the yard abaft the old one, and send the old one 
down b}^ the leechlines and the head-earings, bent to the top- 
mast studdingsail halyards, or some other convenient rope. 

One topsail may be sent up by the topsail halyards, got 
ready for bending, and brought to the yard, while the old one is 
sent down by the buntlines. 



1 



I'L.A'1'.K T, 




WORK UPON RIGGING. — ROPE. 43 



CHAPTER VII. 

WORK UPON RIGGING. ROPE, KNOTS, SPLICES, BENDS AND 

HITCHES. 

Kinds of rope. Spunyarn. Worming. Parcelling. Service. Short 
splice. Long splice. Eye splice. Flemish eye. Spindle eye. Cut 
splice. Grommet. Single and double wall. Matthew Walker. Sin- 
gle and double diamond. Spritsail sheet knot. Stopper knot. Shroud 
knot. French shroud knot. Buoy-rope knot. Half-hitches. Clove 
hitch. Overhand knot. Figure-of-eight. Bowline. Running bow- 
line. Bowline-upon-a-bight. Square knot. Timber hitch. Rolling 
hitch. Blackwall hitch. Cat's paw. Sheet bend. Fisherman's bend. 
Carrick bend. Bowline bend. Sheep-shank. Selvagee. Marlin- 
spike hitch. Round seizing. Throat seizing. Stopping. Nippering. 
Racking. Pointing. Snaking. Grafting. Foxes. Spanish foxes. 
Gaskets. Sennit. To bend a buoy-rope. To pass a shear-lashing. 

Those ropes in a ship which are stationary are called stand' 
ing rigging, as shrouds, stays, backstays, &c. Those which 
reeve through blocks or sheave-holes, and are hauled and let 
go, are called the running rigging, as braces, halyards, bunt- 
lines, clewlines, &c. 

A rope is composed of threads of hemp, or other stuff. These 
threads are called yarns, A number of these yarns twisted 
together form a strand, and three or more strands twisted 
together form the rope. 

The ropes in ordinary use on board a vessel are composed 
of three strands, laid right handed, (1.) or, as it is called, 
with the sun. Occasionally a piece of large rope will be found 
laid up in four strands, also luith the sun. This is generally 
used for standing rigging, tacks, sheets, (\:c., and is sometimes 
called shroud-laid, 

A CABLE-LAID RoPE (2.) is composcd of nine strands, and 
is made by first laying them into three ropes of three strands 
each, with the sun, and then laying the three ropes up together 
into one, left-handed, or against the sun. Thus, cable-laid rope 
is like three small common ropes laid up into one large one 



44 WORK UPON RIGGING. — SMALL STUFF. 

Formerly, the ordinary three-stranded rip^ht-hand rope was 
called hawser-laid^ and the latter cable-laid, and they will be 
found so distinguished in the books; but among sea-faring 
men now, the terms hawser-laid and cable-laid are applied 
indiscriminately to nine-strand rope, and the three stranded, 
being the usual and ordinary kind of rope, has no particular 
name, or is called right-hand rope. 

Right-hand rope must be coiled with the sun, and cable-laid 
rope against the sun. 

Spuntarn is made by twisting together two or more yarns 
taken from old standing rigging, and is called two-yarn or 
three-yarn spunyarn, according to the number of yarns of 
which it is composed. Junk, or old rigging, is first unlaid 
into strands, and then into yarns, and the best of these yarns 
made up into spunyarn, which is used for worming, serving, 
seizing, &c. Every merchant vessel carries a spunyarn-winch, 
for the manufacturing of this stuff, and in making it, the wheel 
is turned against the sun, which lays the stuff up with the sun. 

Worming a rope, is filling up the divisions between the 
strands, by passing spunyarn along them, to render the surface 
smooth for parcelling and serving. 

Parcelling a rope is wrapping narrow strips of canvass 
about it, well tarred, in order to secure it from being injured by 
rain-water lodging between the parts of the service when worn. 
The parcelling is put on ivilh the lay of the rope. 

Service is the laying on of spunyarn, or other small stuff, in 
turns round the rope, close together, and hove taut by the use 
of a serving-board for small rope, and serving-mallet for large 
rope. Small ropes are sometimes served without being worm- 
ed, as the crevices between the strands are not large enough 
to make the surface very uneven ; but a large rope is always 
wormed and parcelled before being served. The service is put 
on against the lay of the rope. 

Splicing, is putting the ends of ropes together by opening 
the strands and placing them into one another, or by putting the 
strands of the ends of a rope between those of the bight. 

A Short Splice. (3.) Unlay the strands for a convenient 
^ength ; then take an end in each hand, place them one within the 
other, and draw them close. Hold the end of one rope and the 



WORK UPON RIGGING. — SPLICES. 45 

three strands which come from the opposite rope fast in the 
left hand, or, if the rope he large, stop them down to it with a 
rope-yarn. Take the middle strand, which is free, pass it over 
the strand which is first next to it, and through under the 
second, and out between the second and third from it, and haul 
it taut. Pass each of the six strands in the same manner; 
first those on one side, and then those on the other. The 
same operation may be repeated with each strand, passing 
each over the third from it, and under the fourth, and through ; 
or, as is more usual, after the ends have been stuck once, 
untwist each strand, divide the yarns, pass one half as above 
described, and cut off the other half. This tapers the splice. 

A Long Splice. (4.) Unlay the ends of two ropes to a dis- 
tance three or four times greater than for a short splice, and place 
them within one another as for a short splice. Unlay one 
strand for a considerable distance, and fill up the interval which 
it leaves with the opposite strand from the other rope, and 
twist the ends of these two together. Then do the same with 
two more strands. The two remaining strands are twisted 
together in the place where they were first crossed. Open the 
two last named strands, divide in two, take an overhand knot 
with the opposite halves, and lead the ends over the next 
strand and through the second, as the whole strands were 
passed for the short splice. Cut off the other two halves. Do 
the same with the others that are placed together, dividing, 
knotting, and passing them in the same manner. Before cut- 
ting off any of the half strands, the rope should be got well 
upon a stretch. Sometimes the whole strands are knotted, 
then divided, and the half strands passed as above described. 

An Eye Splice. (5.) Unlay the end of a rope for a short 
distance, and lay the three strands upon the standing part, so 
as to form an eye. Put one end through the strand next to it. 
Put the next end over that strand and through the second ; and 
put the remaining end through the third strand, on the other 
side of the rope. Taper tliem, as in the short splice, by divid- 
ing the strands and sticking them again. 

A Flemish Eye. (6.) Take the end of a rope and unlay one 
strand. Form an eye by placing the two remaining ends against 
the standing part. Pass the strand which has been unlaid over 



46 WORK UPON RIGGING. — KNOTS. 

the end and in the intervals round the eye, until it returns 
down the standing part, and lies under the eye with the strands. 
The ends are then scraped down, tapered, marled, and served 
over with spunyarn. 

An artificial or Spindle Eye. — Unlay the end of a rope and 
open the strands, separating each rope yarn. Take a piece of 
wood, the size of the intended eye, and hitch the yarns round it. 
Scrape them down, marl, parcel, and serve them. This is now 
usually called a Flemish Eye. 

A Cut Splice. (7.) Cut a rope in two, unlay each end as for a 
short splice, and place the ends of each rope against the stand- 
ing part of the other, forming an ohlong eye, of the size you 
wish. Then pass the ends through the strands of the standing 
parts, as for a short splice. 

A Grommet. (8.) Take a strand just unlaid from a rope, 
with all its turns in it, and form a ring of the size you wish, by 
putting the end over the standing part. Then take the long 
end and carry it twice round the ring, in the crevices, following 
the lay, until the ring is complete. Then take an overhand 
knot with the two ends, divide the yarns, and stick them as in 
a long splice. 

A SINGLE Wall Knot. (9.) Unlay the end of a rope. Form 
a bight with one strand, holding its end down to the standing 
part in your left hand. Pass the end of the next strand round 
this strand. Pass the remaining strand round the end of the 
second strand, and up through the bight which was made by 
the first strand. Haul the ends taut carefully, one by one. 

A SINGLE Wall, crowned. (10.) Make the single wall as 
before, and lay one end over the top of the knot. Lay the 
second end over the first, and the third over the second and 
through the bight of the first. 

A DOUBLE Wall. (11.) Make the single wall slack, and 
crown it, as above. Then take one end, bring it underneath 
the part of the first walling next to it, and push it up through 
the same bight. Do the same with the other strands, pushing 
them up through two bights. Thus made, it has a double 
wall and a single crown. 

A DOUELE Wall, double crowned. (12.) Make the double 
wall, single crowned, as above. Then lay the strands by the 



WORK UPON RIGGING. — KNOTS 47 

sides of those in the single crown, pushing them through the 
same bight in the single crown, and down through the double 
walling. This is sometimes called a Tack Knot, or a Top- 
sail Sheet Knot. 

A Matthew Walker Knot. (13.) Unlay the end of a rope. 
Take one strand round the rope and through its own bight ; then 
the next strand underneath, through the bight of the first, and 
through its own bight; and the third strand underneath, 
through both the other bights, and through its own bight. 

A SINGLE Diamond Knot. (14.) Unlay the end of a rope for 
a considerable distance, and with the strands form three bights 
down the side of the rope, holding them fast with the left hand. 
Take the end of one strand and pass it with the lay of the rope 
over the strand next to it, and up through the bight of the third. 
Take the end of the second strand over the third and up 
through the bight of the first. Take the end of the third strand 
over the first and up through the bight of the second. Haul 
taut, and lay the ends up together. 

A DOUELE Diamond Knot. (15.) Make a single diamond, as 
above, without laying the ends up. Follow the lead of the sin- 
gle knot through two single bights, the ends coming out at the 
top of the knot. Lead the last strand through two double 
bights. Haul taut, and lay the ends up. 

A Spritsail Sheet Knot. (16.) Unlay two ends of a rope, 
and place the two parts together. Make a bight with one strand. 
Wall the six strands together, like a single walling made with 
three strands ; putting the second over the first, and the third 
over the second, and so on, the sixth being passed over the 
fifth and through the bight of the first. Then haul taut. It 
may be crowned by taking two strands and laying them over 
the top of the knot, and passing the other strands alternately 
over and under those two, hauling them taut. It may be dou- 
hie walled by next passing the strands under the wallings on 
the left of them, and through the small bights, when the ends 
will come up for the second crowning ; which is done by fol- 
lowing the lead of the single crowning, and pushing the ends 
through the single walling, as with three strands, before de- 
scribed. This is often used for a stopper knot. 

A Stopper Knot. — Singk^ wall and double wall, ^s'.hout 
crowning, and stop the ends togfMhor. 



48 WORK UPON RIGGING. — KNOTS AND HITCHES 



A Shroud Knot. — Unlay tne ends of two ropes, and place 
*he strands in one another, as for a short splice. Single wall 
ihe strands of one rope round the standing part of the other, 
against the lay. Open the ends, taper, marl, and serve them. 

A French Shroud Knot. — Place the ends of two ropes as 
before. Lay the ends of one rope back upon their own part, 
and single wall the other three strands round the bights of 
the first three and the standing part. Taper the ends, as be- 
fore. 

A BuoY-ROPS Knot. — Unlay the strands of a cable-laid 
rope, and also the small strands of each large strand. Lay the 
large ones again as before, leaving the small ones out. Sin- 
gle and double wall the small strands (as for a stopper knot) 
round the rope, worm them along the divisions, and stop 
their ends with spunyarn. 

A Turks-head. (17.) This is worked upon a rope with a 
piece of small line. Take a clove-hitch slack with the line 
round the rope. Then take one of the bights formed by the 
clove-hitch and put it over the other. Pass the end under, and 
up through the bight which is underneath. Then cross the 
bights again, and put the end round again, under, and up 
through the bight which is underneath. After this, follow 
the lead, and it will make a turban, of three parts to each 
cross. 

Two Half-hitches. (18.) Pass the end of a rope round the 
standing part and bring it up through the bight. This is a half- 
hitch. Take it round again in the same manner for two 
half-hitches. 

A Clove-hitch (19.) is made by passing the end of a rope 
round a spar, over, and bringing it under and round behind its 
standing part, over the spar again, and up through its own 
part. It may then, if necessary, be stopped or hitched to its 
own part : the only difference between two half-hitches and a 
clove-hitch being that one is hitched round its own standing 
part, and the other is hitched round a spar or another rope. 

An Overhand Knot. (20.) Pass the end of a rope over the 
standing part, and through the bight. 

A Figure-of-eight. (21.) Pass the end of a rope over and 
round the standing part, up over its own part, and down 
through the bight. 



1 



WORK UPON RIGGING. — KNOTS AND HITCHES. 49 

A Bowline Knot. (22.) Take the end of a rope in your right 
hand, and the standing part in your left. Lay the end over 
the standing part, and with the left hand make a bight of the 
standing part over it. Take the end under the lower stand- 
ing part, up over the cross, and down through the bight. 

A Running Bowline. — Take the end round the standing 
part, and make a bowline upon its own part. 

A Bowline upon a Bight. (23.) Middle a rope, taking the 
two ends in your left hand, and the bight in your right. Lay 
the bight over the ends, and proceed as in making a bowline, 
making a small bight with your left hand of the ends, which 
are kept together, over the bight which you hold in your right 
hand. Pass the bight in your right hand round under the 
ends and up over the cross. So far, it is like a common bow- 
line, only made with double rope instead of single. Then 
open the bight in your right hand and carry it over the large 
bights, letting them go through it, and bring it up to the cross 
and haul taut. 

A Square Knot. (24.) Take an overhand knot round a 
spar. Take an end in each hand and cross them on the same 
side of the standing part upon which they came up. Pass 
one end round the other, and bring it up through the bight. 
This is sometimes called a reef-knot. If the ends are 
crossed the wrong way, sailors call it a granny-knot. 

A Timber Hitch. (25.) Take the end of a rope round a spar, 
lead it under and over the standing part, and pass two or 
more round-turns round its own part. 

A Rolling Hitch. — Pass the end of a rope round a spar. 
Take it round a second time, nearer to the standing part. 
Then carry it across the standing part, over and round the 
spar, and up through the bight. A strap or a tail-block is 
fastened to a rope by this hitch. 

A bend, sometimes called a rolling hifch, is made by two 
round-turns round a spar and two half-hitches round the 
standing part; but the name is commonly applied to the for- 
mer hitch. 

A Blackwall Hitch. (26.) Form a bigiit by putting ilie 
end of a rope across and under the standing part. Put the 
bight over the hook of a tackle, letting the hook go throiiixb if, 
5 



50 WORK UPON RIGGING. — EENDS AND HITCHES. 

the centre of the bight resting against the back of the hook, 
and the end jammed in the bight of the hook, by the standing 
part of the rope. 

A Cat's Paw. (27.) Make a large bight in a rope, and spread 
it open, putting one hand at one part of the bight and the other 
at the other, and letting the standing part and end come 
together. Turn the bight over from you, three times, and a 
small bight will be formed in each hand. Bring the two 
small bights together, and put the hook of a tackle through 
them both. 

A Sheet Bend. (2S.) Pass the end of a rope up through the 
bight of another, round both parts of the other, and under its 
own part. 

A Fisherman's Bend. (29.) Used for bending studdingsail 
halyards to the yard. Take two turns round the yard with the 
end. Hitch it round the standing part and both the turns. 
Then hitch it round the standing part alone. 

A Carrick Bend. (30.) Form a bight by putting the end of 
a rope over its standing part. Take the end of a second rope 
and pass it under the standing part of the first, over the end, 
and up through the bight, over its own standing part, and 
down through the bight again. 

A Bowline Bend. — This is the most usual mode of bending 
warps, and other long ropes or cables, together. Take a bow- 
line in the end of one rope, pass the end of the other through 
the bight, and take a bowline with it upon its own standing 
part. Long lines are sometimes bent together with half- 
hitches on their own standing parts, instead of bowlines, and 
the ends seized strongly down. 

A Sheep-shank. (31.) Make tAvo long bights in a rope, 
which shall overlay one another. Take a half-hitch over the 
end of each bight with the standing part which is next to it. 

A Selvagee. — Lay rope yarns round and round in a bight, 
and marl them down with spunyarn. These are used for 
neat block-straps, and as straps to go round a spar for a tackle 
to hook into, for hoisting. 

A IMarlinspike Hitch.— Lay the marlinspike upon tne 
seizing-stuff, ar d bring the end over the standing part so as to 
form a bight. Lay this bight back over the standing part, 



WORK UPON RIGGINii. 51 

putting <he marlinspike down through the bight, under the 
standinic part, and up through the bight again. 

To PASS A Round Seizing. — Splice a small eye in the end of 
the stuff, take the other end round both parts of the rope, and 
reeve it through the eye. Pass a couple of turns, then take a 
marlinspike-hitch, and heave them taut. Pass six, eight or 
ten turns in the same manner, and heave them taut. Put the 
end through under these turns and bring it out between the two 
^ast turns, or through the eye, and pass five, seven or nine 
turns (one less than the lower ones) directly over these, as 
riders. The riders are not hove so taut. Pass the end up 
through the seizings, and take two cross turns round the 
whole seizing between the two, passing the end through the 
last turn, and heaving taut. If the seizing is small cordage, 
take a wall-knot in the end; if spunyarn, an overhand knot. 
The cross turns are given up now in nearly all vessels. 
After the riding turns are passed, the end is carried under the 
turns, brought out at the other end, and made fast snugly to 
the standing part of the rigging. 

A Throat Seizing, where rigging is turned in, is passed and 
made fast like the preceding, there being no cross turns. A 
neat way to pass a throat seizing is to pass the turns rather 
slack, put a strap upon the end of the rigging, take a hand- 
spike or heaver to it and bear it down, driving home the seiz- 
ing with a mallet and small fid. 

Stopping, is fastening two parts of a rope together as for a 
round seizing, without a crossing. 

NippERiNG, is fastening them by taking turns crosswise 
between the parts, to jam them ; and sometimes with a round 
turn before each cross. These are called racking turns. Pass 
riders over these and fasten the end. 

Pointing. — Unlay the end of a rope and stop it. Take out 
as many yarns as are necessary, and split each yarn in two, 
and take two parts of different yarns and twist them up taut 
into nettles. The rest of the yarns are combed down with a 
knife. Lay half the nettles down upon the scraped part, 
the rest back upon the rope, and pass three turns of twine 
taut round the part where the nettles separate, and hitch the 
twine, which is called the warp. Lay the nettles haokwaids 



S2 WORK UPON RIGGING. 

and forwards as before, passing the warp, each time. The 
mds may be whipped and snaked with twine, or the nettles 
hitched over the warp and hauled taut. The upper seizing 
must be snaked. If the upper part is too weak for pointing, 
put in a piece of stick. 

Snaking a seizing, is done by taking the end under and 
over the outer turns of the seizing alternately, passing over 
the whole. There should be a marline-hitch at each turn. 

Grafting. — Unlay the ends of two ropes and put them 
together as for a short splice. Make nettles of the strands as 
before. Pass the v/arp and nettles belonging to the lower 
strands along the rope, as in pointing ; then the nettles of the 
upper strands in the same manner. Snake the seizing at 
each end. 

Foxes are made by twisting together three or more rope- 
yarns by hand, and rubbing them hard with tarred canvass. 
Spanish foxes are made of one rope-yarn, by unlaying it and 
laying it up the other way. 

Gaskets. — Take three or four foxes, middle them, and plait 
them together into sennit. This is done by bringing the two 
outside foxes alternately over to the middle. The outside 
ones are laid with the right hand, and the remainder are 
held and steadied with the left. Having plaited enough for 
an eye, bring all the parts together, and work them all into 
one piece, in the same manner. Take out foxes at proper 
intervals. When finished, one end must be laid up, the 
other plaited, and the first hauled through. The name sennit 
is generally given to rope yarns plaited in the same manner 
with these foxes. Sennit made in this way must have an 
odd number of parts. French sennit is made with an even 
number, taken over and under every other time. 

To BEND A Buoy-ROPE. Recvc the end through the eye in 
the other end, put it over one arm of the anchor, and haul 
taut. Take a hitch over the other arm. Or, take a clove- 
hitch over the crown, stopping the end to its own part, or to 
the shank. 

To PASS A Shear-lashing. — Middle the lashing and take a 
good turn round both legs, at the cross. Pass one end up and 
the other down, around and over the cross, until half of the 



BLOCKS AND PURCHASES. 53 

lashing is expended. Then ride both ends back again on their 
own parts and knot them in the middle. Frap the first and 
riding turns together on each side with sennit. 



CHAPTER VIII. 



BLOCKS AND PURCHASES. 



Parts of a block. Made and morticed blocks. Bull's-eye. Dead-eye. 
Sister-block. Snatch-block. Tail-block. Whip. Gun-tackle. Luff- 
tackle. Whip-upon-whip. Luff-upon-luff. Watch or tail-tackle. 
Runner-tackle. 

Blocks are of two kinds, made and morticed. A made block 
consists of four parts, — the shell, or outside ; the sheave, or wheel 
on which the rope turns; the pin, or axle on which the wheel 
turns ; and the strap, either of rope or iron, which encircles 
the whole, and keeps it in its place. The sheave is generally 
strengthened by letting in a piece of iron or brass at the centre, 
called a bush, 

A Morticed Block is made of a single block of wood, mor- 
ticed out to receive a sheave. 

All blocks are single, double, or three-fold, according to the 
number of sheaves in them. 

There are some blocks that have no sheaves ; as follows : 
a bulVs-eye, which is a wooden thimble without a sheave, 
having a hole through the centre and a groove round it ; and 
a dead-eije, which is a solid block of wood made in a circular 
form, with a groove round it, and three holes bored through 
It, for the lanyards to reeve through. 

A Sister-block is formed of one solid piece of wood, with 
two sheaves, one above the other, and between the sheaves a 
score for the middle seizing. These are oftener wiihout 
sheaves than with. 
5^ 



S4 BLOCKS AND PURCHASES, 

Snatch-blocks are single blocks, with a notch cut in one 
cheek, just below the sheave, so as to receive the bight of 
a fall, without the trouble of reeving and unreeving the 
'vhole. They are generally iron-bound, and have a hook at 
one end. 

A Tail-block is a single block, strapped with an eye-splice, 
and having a long end left, by which to make the block 
fast temporarily to the rigging. This tail is usually sel- 
vageed, or else the strands are opened and laid up into sennit, 
as for a gasket. 

A Tackle is a purchase formed by reeving a rope through 
two or more blocks, for the purpose of hoisting. 

A Whip is the smallest purchase, and is made by a rope 
rove through one single block. 

A Gun-tackle Purchase is a rope rove through two single 
blocks and made fast to the strap of the upper block. The 
parts of all tackles between the fasts and a sheave, are called 
the standing parts ; the parts between sheaves are called ruu' 
ning parts ; and the part upon which you take hold in hoisting 
is called the/<2/Z. 

A Whip-upon-whip is where the block of one whip is made 
fast to the fall of another. 

A LuFF-TACKLE PURCHASE is a siuglc and a double block ; the 
end of the rope being fast to the upper part of the single block, 
and the fall coming from the double block. A luff-tackle 
upon the fall of another luff-tackle is called luff-upon-hiff. 

A Watch-tackle or Tail-tackle is a luff-tackle purchase, 
with a hook in the end of the single block, and a tail to the uppei 
end of the double block. One of these purchases, with a short 
fall, is kept on deck, at hand, in merchant vessels, and is used 
to clap upon standing and running rigging, and to get a strain 
upon ropes. 

A Runner-tackle is a luff applied to a runner, which is a 
single rope rove through a single block, hooked to a thimble 
in the eye of a pennant. 

A Single Burton is composed of two single blocks, with a 
hook in the bight of the running part. Reeve the end of your 
rope through the upper block, and make it fast to the strap of 
the fly-block. Then make fast your hook to the bight of the 



MAKING AND TAKING IN SAIL. 55 

rope, and reeve the other end through the fly-block for a fall. 
The hook is made fast by passing the bight of the rope through 
the eye of the hook and over the whole. 



CHAPTER IX. 



MAKING AND TAKING IN SAIL. 

To loose a sail. To set a course — Topsail — Topgallant sail — Royal- - 
Skysail — Jib — Spanker — Spencer. To take in a course — Topsail — 
Topgallant sail or royal— Skysail — Jib — Spanker. To furl a royal 
— Topgallant sail — Topsail— Course — Jib. To stow a jib in cloth. 
To reef a topsail — Course. To turn out reefs. To set a topgallant 
studdingsail. To take in do. To set a topmast sluddingsail. To 
take in do. To set a lower studdingsail. To take in do. 

To LOOSE A Sail. — Lay out to the yard-arms and cast off the 
gaskets, beginning at the outermost and coming in."^ When 
the gaskets are cast off from both yard-arms, then let go the 
bunt gasket, (and jigger, if there be one,) and overhaul the 
buntlines and leechlines. In loosing a topsail in a gale of 
wind, it is better to cast off the quarter-gaskets, (except the 
one which confines the clew,) before those at the yard-arms. 
Royals and topgallant sails generally have one long gasket to 
each yard-arm ; in which case it is not necessary to go out 
upon the yard, but the gaskets, after being cast off, should be 
fastened to the tye by a bowline. 

To SET A Course. — Loose the sail and overhaul the buntlines 
and leechlines. Let go the clew-garnets and overhaul them, 
and haul down on the sheets and tacks. If the ship is close- 
liauled, ease off the lee brace, slack the weather lift and 
clew-garnet, and get the tack well down to the water-ways. 
If it is blowing fresh and the ship light-handed, take it to the 
windlass. When the tack is well down, sharpen the yard up 
* If only one yard-arm is loosed at a time, lei the lee one be loosed first. 



56 MAKING AND TAKING IN SAIL. 

again by the brace, top it well up by the lift, reeve and haul 
out the bowline, and haul the sheet aft. 

If the wind is quartering, the mainsail is carried with the 
weather clew hauled up and the sheet taken aft. With yards 
squared, the mainsail is never carried, but the foresail may be 
to advantage, especially if the swinging booms are out; in 
which case the heavy tack and sheet-blocks may be unhooked, 
and the lazy sheets hooked on and rove through a single tail- 
block, made fast out on the boom. This serves to extend the 
clews, and is called a pazaree to the foresail. 

To SET A Topsail. — Loose the sail, and keep one hand in 
the top to overhaul the rigging. Overhaul well the buntlines, 
clewlines, and reef-tackles, let go the topgallant sheets and 
topsail braces, and haul home on the sheets. Merchant 
vessels usually hoist a little on the halyards, so as to clear the 
sail from the top, then belay them and get the lee sheet chock 
home ; then haul home the weather sheet, shivering the sail 
by the braces to help it home, and hoist on the halyards until 
the leeches are well taut, taking a turn with the braces, if the 
wind is fresh, and slacking them as the yard goes up. 

After the sail is set, it is sometimes necessary to get the 
sheets closer home. Slack the halyards, lee brace, and wea- 
ther bowline, clap the watch-tackle upon the lee sheet first, 
and then the weather one, shivering the sail by the braces if 
necessary. Overhaul the clewlines and reef-tackles, slack 
the topgallant sheets, and hoist the sail up, taut leech, by the 
halyards. 

To SET A Topgallant Sail or Royal. — Haul home the lee 
sheet, having one hand aloft to overhaul the clewlines, then 
the weather sheet, and hoist up, taut leech, by the halyards. 
While hauling the sheets home, if on the wind, brace up a 
little to shake the sail, take a turn with the weather brace, 
and let go the lee one; if before the wind, let go both braces; 
and if the wind is quartering, the lee one. 

To SET A Flying Skysail. — If bent in the manner described 
m this book, let go the brails and royal stay, and hoist on the 
halyards. 

To SET A Jib, Flying- Jib, or Fore Topmast Staysail. — Cast 
off the gasket, hoist on the halyards, and trim down the sheet. 



MAKING AND TAKING IN SAIL. 57 

To SET A Spanker. — Hoist on the topping-lifts, make fast the 
weather one, and overhaul the lee one. Let go the brails, and 
haul out on the outhaul. Pe careful not to let the throat brail 
go before the head and fo/)t. Trim the boom by the sheets 
and guys, and the gaff by the vangs. 

To SET A Spencer. — Take the sheet to the deck on the lee 
side of the stay, let go the brails, haul on the sheet, and trim 
the gaff by the vangs. 

To TAKE IN A Course. — If the v^ind is light and there are 
hands enough, let go the tack, sheet, and bowline, and haul up 
on the clew-garnets, buntlines, and leechlines, being careful 
tiot to haul the buntlines taut until the clews are well up. If 
light-handed, or the wind fresh, let go the bowline and ease 
off the tack, (being careful to let the bowline go before the 
tack,) and haul up the weather clew. Then ease off the sheet 
and haul up on the lee clew-garnet, and the buntlines and 
leechlines. 

To take in a Topsail. — The usual mode of taking in a top- 
sail when coming to anchor in light winds, is to lower away on 
the halyards and haul down on the clewlines and reef-tackles, 
(if the latter run in the way described in this book,) until the 
yard is down by the lifts, rounding in on the weather brace, 
and hauling taut to leeward, when the yard is square. Then 
let go the sheets and haul up on the clewlines and buntlines. 
A better way is to start the sheets, clew about one third 
up, then let go the halyards and take the slack in. 

If the wind is fresh, and the yard braced up, lower away 
handsomely on the halyards, get the yard down by the clew- 
lines and reef-tackles, rounding in on the weather brace, and 
steadying the yard by both braces. Then let go the weather 
sheet and haul up to windward first. The weather clew 
being up, let go the lee sheet and haul up by the clewline 
and buntlines, keeping the clew in advance of the body of the 
sail. 

Sometimes, if the weather brace cannot be well rounded in, 
as if a ship is weak-handed, the sail may be clewed up to 
leeward a little, first. In which case, ease off the lee sheet, 
and haul up on tlie clewline; ease off the lee brace and round 
the yard in; and when the lee clew is about half up, ease off 



58 MAKING AND TAKING IN SAIL. I 

the weather sheet and haul the weather clew chock up. Haul 
the buntlines up after the weather clew, and steady the yard 
by the braces. There is danger in clewing up to leeward first 
that the sail may be shaken and jerked so as to split, before 
the weather clew is up; whereas, if clewed up to wind- 
ward first, the lee clew will keep full, until the lee sheet is 
started. 

When coming to anchor, it is the best plan to haul the clew? 
about half up before the halyards are let go. 

In taking in a close-reefed topsail in a gale of wind, the 
most general practice is to clew up to windward, keeping the 
sail full ; then lower away the halyards, and ease ofi" the lee 
sheet ; clew the yard down, and haul up briskly on the lee clew- 
line and the buntlines,bracingto the wind the moment the lee 
sheet is started. 

To TAKE IN A Topgallant Sail or Royal. — If the wind 
is light, and from aft or quartering, let go the halyards and clew 
down, squaring the yard by the braces. Then start the sheets 
and clew up, and haul up the buntlines. If the yard is braced 
up, the old style was to let go the halyards, clew down and 
round in on the weather brace ; clewing up to windward first, 
then start the lee clew, and haul up the lee clewline and the 
buntlines. But the practice now is to clew up to leeward 
first, which prevents the slack of the sail getting too much over 
to leeward, or foul of the clewline block under the yard, as it 
is apt to, if the weather clew is hauled up first. 

If the wind is very fresh, and the vessel close-hauled, a good 
practice is to let go the lee sheet and halyards, and clew down, 
rounding in at the same time on the weather brace. Then 
start the weather sheet, and haul the weather clew chock up. 
Haul up the b.mtlines and steady the yard by the braces. 

To TAKE IN A Skysail. — If bent in the way described in this 
book, which is believed to be the most convenient, let go the 
halyards, haul down on the brails, and haul taut the royal stay. 

To TAKE IN A Jib. — Let go the halyards, haul on the down- 
haul, easing ofi* the sheet as the halyards are let go. 

To TAKE IN A Spanker. — Ease ofi* the outhaul, and haul well 
up on the lee brails, taking in the slack of the weather ones. 
Mind particularly the lee throat-brail. Haul the boom amid* 



MAKING AND TAKING IN SAIL. 59 

ships and steady it by the guys, lower the topping lifts, and 
square the gaff by the vangs. 

To FURL A Royal, — This sail is usually furled by one person, 
and is that upon which green hands are practised. For the 
benefit of beginners, I will give particular directions. When 
you have got aloft to the topgallant mast-head, see, in the first 
place, that the yard is well down by the lifts, and steadied by 
the braces ; then see that both clews are hauled chock up to 
the blocks, and if they are not, call out to the officer of the 
deck, and have it done. Then see your yard-arm gaskets clear. 
The best way is to cast them off from the tye, and lay them 
across, between the tye and the mast. This done, stretch out 
on the weather yard-arm, get hold of the weather leech, and 
bring it in to the slings taut along the yard. Hold the clew 
up with one hand, and with the other haul all the sail through 
the clew, letting it fall in the bunt. Bring the weather clew 
a little over abaft the yard, and put your knee upon it. Then 
stretch out to leeward and bring in the lee leech in the same 
maimer, hauling all the sail through the clew, and putting the 
clew upon the yard in the same way, and holding it there 
by your other knee. Then prepare to make up your bunt. 
First get hold of the foot-rope and lay it on the yard and abaft ; 
then take up the body of the sail, and lay it on the yard, seeing 
that it is all fairly through the clews. Having got ail the 
sail upon the yard, make a shin of the upper part of the body 
of the sail, large enough to come well down abaft and cover the 
whole bunt when the sail is furled. Lift the skin up, and put 
into the bunt the slack of the clews (not too taut,) the leech 
and foot-rope, and the body of the sail ; being careful not to let 
it get forward under the yard or hang down abaft. Then haul 
your bunt well upon the yard, smoothing the skin, and bring- 
ing it down well abaft, and make fast the bunt-gasket round 
the mast, and the jigger, if there be one, to the tye. The glut 
will always come in the middle of the bunt, if it is properly 
made up. Now take your weather yard-arm gasket and pass 
it round the yard, three or four times, haul taut, and make 
It fiist to the mast; then the lee one in the same manner. 
Never make a long gasket fast to its own part round the yard, 
for it may work loose and slip out to the yard-arm. Always 



60 MAKING AND TAKING IN SAIL. 

pass a gasket ovei the yard and down abaft, which will help to 
bring the sail upon the yard. 

A Topgallant Sail is furled in the same manner, except that 
it usually requires two men, in a large vessel ; in which case, 
each man takes a yard-arm, and they make the bunt up toge- 
ther. If there are buntlines and a jigger, the bunt may be 
triced well up, by bending the jigger to the bight of a bunt- 
line, and having it hauled taut on deck. 

To FURL A Topsail or Course. — The sail being hauled up, 
layout on the yard, the two most experienced men standing in 
the slings, one on each side of the mast, to make the bunt up. 
The light hands lay out to the yard-arms, and take the leech 
up and bring it taut along the yard. In this way the clews are 
reached and handed to the men in the bunt, and the slack of 
the sail hauled through them and stowed away on and abaft the 
yard. The bunt being made up fairly on the yard against the 
mast, and the skin prepared, let it fall a little forward, and 
stow all the body of the sail, the clews, bolt-rope, and blocks, 
away in it ; then, as many as can get hold, lend a hand to haul 
it well upon the yard. Overhaul a buntline a little, bend 
the jigger to it, and trice up on deck. Bring the skin down 
well abaft, see that the clews are not too taut, pass the 
bunt gasket, cast the jigger off, and make it fast slack to the 
tye. Then pass the yard-arm gaskets, hauling the sail well 
upon the yard, and passing the turns over the yard, and down 
abaft. If the sail has long gaskets, make them fast to the tye ; 
if short, pass them in turns close together, and make them fast 
to their own parts, jammed as well as possible. 

To FURL A Jib. — Go out upon the weather side of the boom. 
See your gasket clear for passing. The handiest way usually 
is, to make it up on its end, take a hitch over the whole 
with the standing part, and let it hang. Haul the sail well 
upon the boom, getting the clew, and having the sheet pen- 
nant hauled amidships. Cast the hitch off the gasket, take it 
in your hand, and pass two or three turns, beginning at the 
head; haul them taut; and so on to the clew. Pass the turns 
over and to windward. This will help to bring the sail 
upon the boom and to windward. Make the end fast to the 
stay, to the withe, or to the boom inside the cap, in any way 



MAKING AND TAKING IN SAIL. 61 

that shall keep it from slipping back, which it might do if 
made fast to its own part round the boom. If there is but od« 
hand on tk^, boom, the first turns may be hauled taut enough to 
keep the sail up for the time ; then, after the gasket is fast, go 
out to the head, and haul each turn well taut, beating the sail 
down with the hand. Be careful to confine the clew well. 

To STOW A Jib in Cloth. — Haul the jib down snugly, and get 
it fairly up on the boom. Overhaul the after leech until you 
come to the first straight cloth. Gather this cloth over the 
rest of the sail on the boom, stopping the outer end of the 
cloth with a rope-yarn round the jib stay. If the jib halyards 
are double, stop the block inside the sail. Cover the sail well 
up with the cloth, stopping it at every two feet with rope-yarns 
round the sail and boom. If you are to lie in port for a long 
time, cast off the pennant, stow the clew on the boom, snugly 
under the cloth, which will be stopped as before with rope- 
yarns. 

To REEF A Topsail. — Round in on the weather brace, ease 
off the halyards, and clew the yard down by the clewlines and 
reef-tackles. Brace the yard in nearly to the wind, and haul 
taut both braces. Haul out the reef-tackles, make fast, and 
haul taut the buntlines. Before going upon the yard, see that 
it is well down by the lifts. Let the best men go to the yard- 
arms, and the light hands remain in the slings. Cast adrift 
the weather earing, pass it over the yard-arm outside the lift, 
down abaft and under the yard, and up through the reef-cringle. 
Haul well out, and take a round-turn with the earing round 
the cringle. Then pass several turns round the yard and 
through the cringle, hauling them well taut, passing the turns 
over the yard, down abaft and under, and up through the crin- 
gle.* Having expended nearly all the earing, hitch the remainder 
round the two first parts, that go outside the lift, jamming 
them together and passing several turns round them both to 
expend the rope. The bare end may be nitched to these 
two parts or to the lift. The men on the yard light the sail 
out to windward by the reef-points, to help the man at the 
weather yard-arm in hauling out his earing. As soon as the 
weather earing is hauled out and made secure by a turn or 
two, the word is passed — "Haul out to leeward," and tho loo 

♦ Be careful to pass the turns clear ot tho U>iigallaut sheois, 

6 



62 MAKING AND TAKING IN SAIL. 

earing is hauled out till the band is taut along the yard, and 
made fast in the same manner. Then the men on the yard tie 
the reef-points with square knots, being careful to take the 
after points clear of the topgallant sheets. 

In reefing, a good deal depends upon the way in which the 
yard is laid. If the yard is braced too much in, the sail catches 
fiat aback and cannot be hauled out, besides the danger of 
knocking the men off* the foot-ropes. The best way is to 
shiver the sail well till the yard is down, then brace it m with 
a slight full, make the braces fast, and luff" up occasionally and 
shake the sail while the men are reefing. If you are going before 
the wind, you may, by putting your helm either way, and 
bringing the wind abeam, clew the yard down as the sail lifts, 
and keep her in this position, with the yard braced sharp up, 
until the sail is reefed ; or, if you are not willing to keep off" from 
your course, and the wind is very fresh, clew down and clew 
up, and reef as before directed. 

All the reefs are taken in the same way except the close 
reef. In close reefing, pass your earing under the yard, up 
abaft and over, and down through the cringle. Pass all 
your turns in the same manner ; and bring the reef-band well 
under the yard in knotting, so as to cover the other reefs. 

As soon as the men are off* the yard, let go the reef-tackles, 
clewlines, buntlines, and topgallant sheets ; man the halyards, 
let go the lee brace, slack off* the weather one, and hoist away. 
When well up, trim the yard by the braces, and haul out the 
bowlines. A reefed sail should never be braced quite sharp 
up, and if there is a heavy sea and the vessel pitches badly, 
ease the braces a little, that the yard may play freely, and do 
not haul the leech too taut. 

To REEF A Course. — As a course generally has no reef-tackle, 
you must clew it up as for furling, according to the directions 
before given, except that the clews are not hauled chock up. 
Lay out on the yard and haul out the earings, and knot the 
points as for the first reef of a topsail, seeing them clear of 
the topsail sheets. If a long courso of bad Aveather is an- 
ticipated, as in doubling the southern capes, or crossing the 
Atlantic in winter, reef-tackles are rove for the courses. 



i 



MAKING AND TAKING IN SAIL* 63 

If there are any studdingsail booms on the lower or topsail 
yards, they must be triced up before reefing. 

To TURN OUT Reefs. — For a topsail, haul taut the reef- 
tackles andbuntlines, settle a little on the halyards, if necessary ; 
lay aloft, and cast off all the reef-points, beginning at the bunt 
and laying out. Be careful to cast all off before slackmg up 
the earing ; for, when there is more than one reef, a point may 
be easily left, if care is not taken. Have one hand at each 
earing, cast off all the turns but enough to hold it, and when 
both earings are ready, ease off both together. Pass the end 
of the earing through the cringle next above its own, and 
make it fast slack to its own part by a bowline knot. Lay in 
off the yard, let go reef-tackles, clewlines, buntlines, and top- 
gallant sheets; overhaul them in the top and hoist away, 
slacking the braces and trimming the yard. The reefs of a 
course are turned out a good deal in the same manner ; slack- 
ing up the sheet and tack, if necessary, and, when the earings 
are cast off, let go clew-garnets, buntlines and leechlines» board 
the tack, and haul aft the sheet. 

To SET A Topgallant Studdingsail. — This sail is always 
set from the top ; the sail, together with the tack and halyards 
in two coils, being kept in the top. If there is but one hand 
aloft, take the end of the halyards aloft, abaft everything, and 
reeve it up through the block at the topgallant mast-head, and 
down through the sheave-hole or block at the topgallant yard- 
arm, ahaft the sheet, and bring it into the top, forward of 
the rigging, and make it fast to the forward shroud. Take 
the end of your tack out on the topsail yard, under the brace, 
reeve it up through the block at the end of the topgallant 
studdingsail boom, bring it in over the brace, overhauling 
a plenty of it so as to let the boom go out, and hitch it to 
the topmast rigging while you rig your boom out. Cast off 
the heel-lashing and rig your boom out to the mark, slue the 
boom with the block up and make fast round the yard. (The 
easiest way of passing the boom-lashing is to take it over the 
yard and put a bight up between the head-rope and yard ; then 
take the end back over the yard and boom and through the bight, 
and haul taut. This may be done twice, if necessary, and then 
hitch it round all parts, between the boom and the yard.) The 



64 MAKING AND TAKING IN SAIL. 

boom being rigged out and fast, take the end of your tack 
down into the top and hitch it to the forward shroud. Then 
take the coil of the tack and throw the other end down on 
deck, outside of the rigging and backstays. (It is well, in 
throwing the coil down, to keep hold of the bight with one 
hand, for otherwise, if they should miss it on deck, you will 
have to rig in your boom.) Throw down the hauling end of your 
halyards abaft and inside everything. Now get your sail 
clear for sending out. Lay the yard across the top, forward 
of the rigging, with the outer end out. Bend your halyards 
to the yard by a fisherman's bend, about one third of the way 
out. Take your tack under the yard and bend it by a sheet- 
bend to the outer clew, and pay down the sheet and downhaul 
through the lubber-hole. All being clear for hoisting, sway 
away on the halyards on deck, the men in the top guying the 
sail by the sheet and downhaul, the latter being hauled taut 
enough to keep the outer clew up to the inner yard-arm. 
(Sometimes it is well to make up the downiiaul as is done 
with the downhaul of the topmast studdingsail.) When the 
sail is above the brace, haul out on the tack, sway the yard 
chock up by the halyards, and trim the sheet down. Make the 
end of the downhaul fast slack. 

A weather topgallant or topmast studdingsail should be set 
abaft the sail, and a lee one forward of the sail. Therefore, in 
setting a lee topgallant studdingsail, it is well to send it out 
of the top with a turn in it, that is, with the inner yard-arm 
slued forward and out, so that when the tack and sheet are 
hauled upon, the inner yard-arm will swing forward of the 
topgallant sail.^ 

Small sized vessels have no downhaul to the topgallant 
studdingsails. This saves confusion, and is very well if the 
sail is small. 

To TAKE IN A Topgallant Studdingsail. — Let go the 
tack and clew up the downhaul, dipping the yard abaft the 
leech of the topgallant sail, if it is forward. Lower away 
handsomely on the halyards, hauling down on the sheet and 
downhaul. When the yard is below the topsail brace, lower 
roundly and haul into the top, forward of the rigging. 

If the sail is taken in temporarily, stand the yard up and 

* It wiU assist this operation to keep hold of the outer leech until the sail is 
dear of the top. 



I 



MAKING- AND TAKING IN SAIL. 65 

down and becket it to the middle topmast shroud ; make the 
sail up, hitch the bight of the tack and halyards to the forward 
shroud, and haul up the sheet and downhaul. If everything 
is to be stowed away, unreeve the tack and halyards, and coil 
them away separately in the top ; also coil away the sheets and 
downhaul, and stop all the coils down by hitches passed through 
the slats of the top. Rig the boom in and make it fast to the 
tye. Sometimes the halyards are unrove from the yard-arm. 
and rounded up to the span -block, with a knot in their end. 

To SET A Topmast Studding sail. — The topmast studding- 
sail halyards are generally kept coiled away in the top. Take 
the end up, reeve it up through the span-block at the cap, and 
out through the block at the topsail yard-arm, and pay the 
end down to the forecastle, forward of the yard and outside the 
bowline. Pay the hauling end down through the lubber-hole. 
Reeve your lower halyards. These are usually kept coiled 
away in the top, with the pennant, which hooks to the cap of 
the lower mast. Hook the pennant, reeve the halyards up 
through the pennant block, out through the block on the boom- 
end, and pay the end down to the forecastle. Pay the hauling 
end down forward of the top. (Some vessels keep their top- 
mast studdingsail tacks coiled away at the yard-arm, and 
hitched down to the boom and yard. This is a clumsy prac- 
tice, and saves no time or trouble. The best way is to unreeve 
them whenever the boom is to be rigged in, and coil them 
away in the bow of the long-boat, or elsewhere. There is no 
more trouble, and less liability to confusion, in reeving them 
afresh, than in coiling them away and clearing again on the 
yard-arms.) Carry your tack outside the backstays and lower 
rigging, clear of everything, out upon the lower yard under the 
brace; reeve ii forward through the tack-block at the boom- 
end, first sluing the block up, and pay the end down forward 
of the yard. Rig the boom out to the mark and lash it. Get 
the studdingsail on the forecastle clear for setting. Bend the 
halyards to the yard, about one half of the way out. Hitch 
the end of the downhaul over the inner yard-arm by the eye 
in its end, reeve it through the lizard on the outer leech, and 
through the block at the outer clew abaft the sail. Bend the 
tack to the outer clew, and take a tuni with the sheet. Ch^w 
6^ 



66 MAKING AND TAKING IN SAIL. 

the yard down by the downhaul, and make the downhaul 
up just clear of the block, by a catspaw doubled and the bight 
of the running part shoved through the bight of all the parts, so 
that hauling on it may clear it and let the yard go up. Hoist 
on the halyards until the sail is above the lower yard, guying 
it by the sheet and downhaul, then haul out on the tack until 
the cleAV is chock out to the boom-end, hoist on the halyards, 
jerking the downhaul clear, and trim down the sheet. 

To TAKE IN A Topmast Studdingsail. — Lower away hand- 
somely on the halyards, clewing the yard down to the outer 
clew by the downhaul. Slack up the tack, and lower away 
on the halyards, hauling down well on the sheet and downhaul, 
till the sail is in upon the forecastle. The sail may be made 
up on the forecastle, and the end of the tack and halyards 
made fast forward, if it is to be soon set again. If not, 
cast off all, unreeve your tack, hauling from aft, and coil it 
away. Unreeve the halyards, or round them up to the block ai 
the mast-head with a knot in their end. Rig the boon' m, 
and lash it to the slings. 

To set a lower Studdingsail. — Before rigging out the top- 
mast studdingsail boom, the lower halyards should always be 
rove, as before directed. Reeve the inner halyards out through a 
small single block under the slings of the lower yard, and through 
another about two thirds of the way out, and pay the end down 
upon the forecastle for bending. Get the studdingsail clear, 
bend the outer halyards to the yard, and the inner halyards to 
the inner cringle at the head of the sail. Reeve the outhaul 
through the block at the swinging-boom-end, and bend the 
forward end to the outer cleAv of the sail. Hook the topping- 
lift and forward guy to the boom, and top up on it. Haul 
on the forward guy, and ease off the after one, slacking away 
a little on the topping-lift, until the boom is trimmed by the 
lower yard ; then make fast the guys and lift. Haul well taut 
the fore lift and brace, and belay. Take a turn with one sheet, 
hoist away on the outer halyards, and when about one third 
up, clear the downhaul, haul chock out on the outhaul, and 
hoist well up by the halyards, which will serve as a lift to the 
topmast studdingsail boom; and then set taut on the inner 
halyards and trim doAvn the sheet. The practice now is, and 



MAKING AND TAKING IN SAIL. OT 

it is found most convenient, to set the sail before rigging out 
the boom ; then clap on the outhaul and forward guy, and 
trim the boom by the lower yard. 

To TAKE IN A LOWER Studdxngsail. — Let go the outhaul, and 
haul on the clewline till the outer clew is up to the yard. 
Then lower away the outer halyards, and haul in on the sheet 
and clewline. When the sail is in over the rail, lower away 
the inner halyards. If the booms are to be rigged in, cast off 
all the gear ; making the bending end of the outhaul fast in- 
board, and unreeving the outer and inner halyards, or running 
the outer up to the pennant block, and the inner up to the 
yard block, with knots in their ends. Ease off the forward 
guy with a turn, haul in on the after guy, topping well up by 
the lift, and get the boom alongside. Rig in the topmast 
studdingsail boom before unreeving the outer halyards. It is 
a convenient practice, when the swinging boom is alongside, 
to hook the topping-lift to a becket or thimble at thd turning 
in of the fore swifter, and the forward guy to a strap and 
thimble on the spritsail yard. 

In strong winds it is well to have a boom-brace-pennant fit-- 
ted to the topmast studdingsail boom-end with a single block, 
making a whip purchase, the hauling part leading to the 
gangway, and belaying at the same pin with the tack ; or else, 
the brace may lead to the gangway, and the tack be brought 
in through blocks on the yard, and lead down on deck, beside 
the mast. The former mode is more usual. 

The topmast studdingsail is sometimes made with a reef in 
it, to be carried with a single reefed topsail ; in which case it 
is reefed on deck to the yard and sent out as before. 



68 GENERAL PRINCIPLES OF WORKING A SHIP. 

CHAPTER X. 

GENERAL PRINCIPLES OF WORKING A SHIP. 

Action of the water upon the rudder. Headway. Steraway, Action 
of .he wind upon the sails. Head-sails. After-sails. Centre of 
gravity or rotation. Turning a ship to or from the wind. 

A SHIP is acted upon principally by the rudder and sails. 
When the rudder is fore-and-aft, that is, on a line with the 
keel, the water runs by it, and it has no effect upon the ship's 
direction. When it is changed from a right line to one side 
or the other, the water strikes against it, and forces the stern 
in an opposite direction. For instance, if the helm is put to 
the starboard, the rudder is put off the line of the keel, to port. 
This sends the stern off to the starboard, and, of course, the 
ship turning on her centre of gravity, her head goes in an 
opposite direction, to port. If the helm is put to port, the 
reverse will follow, and the ship's head will turn off her course 
to starboard. Therefore the helm is always put in the opposite 
direction from that in which the ship's head is to be moved. 

Moving the rudder from a right line has the effect of dead- 
ening the ship's way more or less, according as it is put at a 
greater or less angle with the keel. A ship should therefore 
be so balanced by her sails that a slight change of her 
helm may answer the purpose. 

If a vessel is going astern, and the rudder is turned off from 
the line of the keel, the water, striking against the back of the 
rudder, pushes the stern off in the same direction in which the 
rudder is turned. For instance, if sternway is on her, and the 
helm is put to the starboard, the rudder turns to port, the water 
forces the stern in the same direction, and the ship's head goes 
off to the starboard. Therefore, when sternway is on a ves- 
sel, put the helm in the same direction in which the head is 
to be turned. 

A current or tide running astern, that is, when the ship's 
head is toward it, will have the same effect on the i udder as 



GENERAL PRINCIPLES OF WORKING A SHIP. 69 

if the ship were going ahead; and when it runs forward, 
It will be the same as though the ship were going astern. 

It Y^ill now be well to show how the sails act upon a ship, 
with reference to her centre of rotation. Suppose a vessel to 
be rigged with three sails, one in the forward part, one at the 
centre, and the third at the after part, and her left or larboard 
side to be presented to the wind, which we will suppose to be 
abeam, or at right angles with the keel. If the head sail 
only were set, the effect would be that the wind would send 
the vessel a little ahead and off to the starboard on ner centre 
of rotation, so as to bring her stern slowly round to the wind. 
If the after sail only were set, the vessel would shoot ahead a 
little, her stern would go off to the starboard and her head 
come up into the wind. If only the centre sail were set, the 
effect would be the same as if all three of the sails were set, and 
she would go ahead in a straight line. So far, we have supposed 
the sails to be set full ; that is, with their tacks forward and 
their sheets aft. If they were all set aback, the vessel would 
go astern nearly, if the rudder were kept steady, in a straight 
line If the head sail only is set and aback, she will go 
astern and round upon her axis, with her head from the wind, 
much quicker than if full. So, if the after sail alone were set 
and aback, she would go astern, and her head would come 
suddenly into the wind. 

These principles of the wind acting upon the sails, and the 
Water upon the rudder, are the foundation of the whole science 
of working a ship. In large vessels the sails are numerous, 
but they may all be reduced to three classes, viz., head sails, 
or those which are forward of the centre of gravity or rota- 
tion, having a tendency to send the ship's head off from the 
wind; after sails, or those abaft the centre of rotation, and 
which send the stern off and the head toward the wmd ; and 
lastly, centre sails, which act equally on each side the centre 
of rotation, and do not turn the ship off her course one way 
or the other. These classes of sails, if set aback, tend to stop 
the headway and send the ship astern, and also to turn her off 
her course in the same direction as when set full, but with 
more rapidity. The further a sail is from the centre of rota- 
tion, the greater is its tendency to send the ship off from the 



70 GENERAL PRINCIPLES OF WORKING A SHIP. 

line of her Keel. Accordingly, a jib is the strongest head sail, 
and a spanker the strongest after sail. 

The centre of rotation is not necessarily at the centre of the 
ship. On the contrary, as vessels are now built, it may not 
be much abaft that part of the deck to which the main tack is 
boarded. For the main breadth, or dead-flat, being there, the 
greatest cavity will also be there, and of course the principal 
weight of the cargo should centre there, as being the strongest 
part. Therefore the centre of rotation will greatly depend 
upon proper stowage. If the ship is much by the stern, the 
centre of rotation will be carried aft, and if by the head, it will 
be carried forward. The cause of this is, that when loaded 
down by the stern, her after sails have but little effect to move 
her stern against the water, and a very slight action upon the 
forward sails will send her head off to leeward, as she is there 
light and high in the air. Accordingly, to keep her in a straight 
line, the press of sail is required to be further aft, or, in other 
words, the centre of rotation is further aft. If a ship is loaded 
down by the head, the opposite results follow, and more head 
and less after sail is necessary. 

A ship should be so stowed, and have her sails so trimmed, 
that she may be balanced as much as possible, and not be 
obliged to carry her helm much off the line of her keel, which 
tends to deaden her way. If a ship is stowed in her best sail- 
ing trim, and it is found, when on a wind, that her head tends 
to windward, obliging her to carry a strong weather helm, it 
may be remedied by taking in some after sail, or adding head 
sail. So, if she carries a lee helm, that is, if her head tends 
to fly off from the wind, it is remedied by taking in head or 
adding after sail. Sometimes a ship is made to carry a 
weather helm by having too much head sail set aloft. For, 
if she lies much over on a wind, the square sails forward have 
a tendency to press her downwards and raise her proportion- 
ally abaft, so that she meets great resistance from the water 
to leeward under her bows, while her stern, being light, is 
easily oirried off; which, of course, requires her to carry a 
weather helm. 

The general rules, then, for turning a ship, are these : to 
bring her head to the wind, — put the helm to leeward, and brin^ 



TACKING, WEARING, BOXING, &C. 71 

the wind to act as much as possible on the after sails, and as 
little as possible on the head sails. This may be done without 
taking in any sail, by letting go the head sheets, so that those 
sails may lose their wind, and by pointing the head yards to 
the wind, so as to keep the head sails shaking. At the same 
time keep the after sails full, and flatten in the spanker sheet ; 
or, if this is not sufficient, the after sails may be braced aback, 
which will send the stern off and the head to windward. But 
as this makes back sails of them, and tends to send the vessel 
astern, there should be either head or centre sails enough 
filled to counteract this and keep headway upon her. On the 
other hand, to turn the head off from the wind, put the helm 
to windward, shiver the after sails, and flatten in the head 
sheets. Brace the head yards aback if necessary, being care- 
ful not to let her lose headway if it can be avoided. 

The vessel may be assisted very much in going off* or com- 
ing to, by setting or taking in the jib and spanker; which, if 
the latter is fitted with brails, are easily handled. 



CHAPTER XI. 

TACKING, WEARING, BOXING, &C. 

Tacking without fore-reaching. Tacking against a heavy sea. Hauling 
off all. To trim the yards. Flattening in. Missing stays. Wear- 
ing — under courses — under a mainsail — under bare poles. Box-haul- 
ing — short round. Club-hauling. Drifting in a tide-way. Backing 
and filling in do. Clubbing in do. 

Tacking. — Have the ship so suited with sails that she may 
steer herself as nearly as possible, and come to with a small 
helm. Keep her a good full, so that she may have plenty 
of headway. Ready, About ! Send all hands to their stations. 
The chief mate and one, two, or more of the best men, accord- 
ing to the size of the vessel, on the forecastle, to work the 
head sheets and bowlines and tne fore tack ; two or more 



72 TACKING, WEARING, BOXING, &C. 

good men (one usually a petty officer, or an older and trusty 
seaman) to work the main tack and bowline. The second mate 
sees the lee fore and main braces clear and ready for letting 
go, and stands by to let go the lee main braces, which may all 
be belayed to one pin. Put one hand to let go the weather 
cross-jack braces, and others to haul in to leeward; the cook 
works the fore sheet, and the steward the main ; station one 
or more at the spanker sheet and guys ; and the rest at the 
weather main braces. 

Ease the helm down gradually; Helmh a-lee! and let go 
the jib sheet and fore sheets. As soon as the wind is parallel 
with the yards, blowing directly upon the leeches of the square 
sails, so that all is shaking, Raise tacks and sheets ! and let go 
the fore and main tacks and main sheet, keeping the fore and 
main bowline fast. As soon as her head is within a point or 
a point and a half of the wind. Mainsail haul I let go the lee 
main and weather cross-jack braces, and swing the after yards 
round. While she is head to the wind, and the after sails are 
becalmed by the head sails, get the main tack down and sheet 
aft, and right your helm, using it afterwards as her coming to 
or falling off requires. As soon as she passes the direction 
of the wind, shift your jib sheets over the stays, and when the 
after sails take full, or when she brings the wind four points 
on the other bow, and you are sure of paying off sufficiently, 
Let go and haul ! brace round the head yards briskly, down fore 
tack and aft the sheet, brace sharp up and haul your bowlines 
out, and trim down your head sheets. 

It is best to haul the mainsail just before you get the wind 
right ahead, for then the wind, striking the weather leeches of 
the after sails, forces them round almost without the braces, 
and you will have time to brace up and get your tack down 
and sheet aft, when she has payed off on the other side. 

If she falls off too rapidly while swinging your head yards, 
so as to bring the wind abeam or abaft, ^Vast bracing ! Ease 
off head sheets and put your helm a-lee ; and as she comes 
up, meet her and brace sharp up. If, on the other hand, (as 
sometimes happens with vessels which carry a strong weather 
helm,) she does not fall off after the after sails take, be careful 
D)t to haul your head yards until she is fully round; and if 



TACKING, WEARING, BOXING, &C. 73 

she should fly up into the wind, let go the main sheet, and, if 
necessary, brail up the spanker and shiver the cross-jack 
yards. 

In staying, be careful to right your helm before she loses 
headway. 

To TACK WITHOUT FoiiE-RE ACHING, as in a narrow chan- 
nel, when you are afraid to keep headway. If she comes 
slowly up to windward, haul down the jib and get your 
spanker-boom well over to windward. As you raise tacks and 
sheets, let go the lee fore topsail brace, being careful to brace 
up again as soon as she takes aback. Also, hoist the jib, and 
trim down, if necessary, as soon as she takes on the other 
side. 

Tacking against a heavy Head Sea. — You are under 
short sail, there is a heavy head sea, and you doubt whether 
she will stay against it. Haul down the fore topmast stay- 
sail, ease down the helm, and raise fore sheet. When within 
about a point of the wind's eye, let go main tack and sheet, 
lee braces and after bowlines, and Mainsail haul! If she 
loses her headway at this time, shift your helm. As soon as 
she brings the wind on the other bow, she will fall off rapidly 
by reason of her sternway, therefore shift your helm again to 
meet her, and Let go and haul! at once. Brace about the 
head yards, but keep the weather braces in, to moderate her 
falling off. When she gets headway, right the helm, and as 
she comes up to the wind, brace up and haul aft. 

Tacking by hauling off all. — This can be done only in a 
smooth sea, with a light working breeze, a smart vessel and 
strong crew. Man all the braces. Let her come up head to 

' the wind, and fall off on the other tack, shifting the helm if 

' she gathers sternway. When you get the wind about five 
points on the other how, Haid off all! let go all the braces and 
bowlines and swing all the yards at once. Right the helm, 
board tacks and haul aft sheets, brace up and haul out. 

' To trim the Yards when close-hauled. — In smooth 
water, with a light breeze, brace the lower yards sharp up, and 
trim the upper yards each a trifle in abaft the one below it. 

I If you have a pretty stiff breeze, brace the topsail yard in 
about half a point more than the lower yard, and the topgal- 



74 TACKING, WEARING, BOXimi, &:C. 

lant yard half a point more than the topsail yard, and so on. 
If you have a strong breeze and a topping sea, and especially 
if reduced to short sail, brace in your lower yards a little, and 
the others proportionally. This will prevent the vessel going 
off bodily to leeward ; and if she labors heavily, the play of 
the mast would otherwise carry away the braces and sheets, 
or spring the yards. 

Missing Stays. — If after getting head to the wind she 
comes to a stand and begins to fall off before you have hauled 
your main yard, flatten in your jib sheets, board fore tack, j 
and haul aft fore sheet ; also ease off spanker sheet, or brail 
up the spanker, if necessary. When she is full again, trim 
the jib and spanker sheets, and when she has recovered suffi- 
cient headway, try it again. If, after coming head to the wind, 
and after the after yards are swung, she loses headway and 
refuses to go round, or begins to fall off on the same tack on 
which she was before, and you have shifted the helm without 
effect, haul up the mainsail and spanker, square the after 
yards, shift your helm again a-lee, so as to assist her in falling 
off, and brace round the head yards so as to box her off. As 
she fills on her former tack, brace up the after yards, brace 
round the head yards, sharp up all, board tacks, haul ou 
and haul aft. 

Wearing. — Haul up the mainsail and spanker, put the 
helm up, and, as she goes off, brace in the after yards. If 
there is a light breeze, the rule is to keep the mizzen topsail 
lifting, and the main topsail full. This will keep sufficient 
headway on her, and at the same time enable her to fall off. 
But if you have a good breeze and she goes off fast, keep both 
the main and mizzen topsails lifting. As she goes round, 
bringing the wind on her quarter and aft, follow the wind 
with your after yards, keeping the mizzen topsail lifting, and 
the main either lifting or full, as is best. After a vessel has 
fallen off much, the less headway she has the better, provided 
she has enough to give her steerage. When you have the 
wind aft, raise fore tack and sheet, square in the head yards, and 
haul doAvn the jib. As she brings the wind on the other 
quarter, brace sharp up the after yards, haul out the spanker, 
and set the mainsail. As she comes to on the other tack, 



TACKING, WEARING, BOXING, &;C. 75 

brace up the head yards, keeping the sails full, board fore 
tack and aft the sheet, hoist the jib, and meet her with the 
helm. 

To WEAR UNDER CouRSEs. — Square the cross-jack yards, 
ease off main bowline and tack, and haul up the weather 
clew of the mainsail. Ease off the main sheet, and haul up 
the lee clew, and the buntlines and leechlines. Square the 
main yards and put the helm a-weather. As she falls off, let 
go the fore bowline, ease off the fore sheet, and brace in the 
fore yard. When she gets before the wind, board the fore and 
main tacks on the other side, and haul aft the main sheet, 
but keep the weather braces in. As she comes to on the 
other side, ease the helm, trim down the fore sheet, brace up 
and haul out. 

To WEAR UNDER A Mainsail. — Yesscls lyiug-to under this 
sail generally wear by hoisting the fore topmast staysail, or 
some other head sail. If this cannot be done, brace the cross- 
jack yards to the wind, and, if necessary, send down the miz- 
zen topmast and the cross-jack yard. Brace the head yards full. 
Take an opportunity when she has headway, and will fall off, 
to put the helm up. Ease off the main sheet, and, as she falls 
off, brace in the main yard a little. "When the w4nd is abaft 
the beam, raise the main tack. When she is dead before it, 
get the other main tack down as far as possible ; and when 
she has the wind on the other quarter, ease the helm, haul aft 
the sheet, and brace up. 

To v/EAR UNDER BARE PoLEs. — Somc vessels, which are well 
down by the stern, will wear in this situation, by merely 
pointing the after yards to the wind, or sending doAvn the miz- 
zen topmast and the cross-jack yard, and filling the head yards; 
but vessels in good trim will not do this. To assist the vessel, 
veer a good scope of hawser out of the lee quarter, with a buoy, 
or something for a stop-water, attached to the end. As the 
ship sags off to lecAvard, the buoy will be to windward, and 
will tend to bring the stern round to tlie Avind. When she is 
before it, haul the hawser aboard. 

Box-iiAULiNG. — Put the helm down, light up the head sheets 
and slack the lee braces, to deaden her way. As she comes to 
the wind, raise tacks and sheets, and haul up the mainsail aiul 



76 TACKING, WEARING, EOXING, &C. 

spanker. As soon as she comes head to the wind and loses 
her headway, square the after yards, brace the head yards sharp 
aback, and flatten in the head sheets. The helm, being put 
down to bring her up, will now pay her off, as she has stern- 
way on. As she goes off, keep the after sails lifting, and 
square in the head yards. As soon as the sails on the foremast 
give her headway, shift the helm. AVhen she gets the wind on 
the other quarter, haul down the jib, haul out the spanker, set 
the mainsail, and brace the after yards sharp up. As she comes 
to on the other tack, brace up the head yards, meet her with 
the helm, and set the jib. 

Box-HAiJLixG SHORT ROUND ; somctimcs called wearing short 
round. — Haul up the mainsail and spanker, put the helm 
hard a-weather, square the after yards, brace the head yards 
sharp aback, and flatten in the head sheets. As she gathers 
sternway, shift the helm. After this, proceed as in box-hauling 
by the former method. The first mode is preferable when you 
wish to stop headway as soon as possible ; as a vessel under 
good way will range ahead some distance after the sails are 
all thrown flat aback. 

Few merchant vessels are strongly enough manned to per- 
fcm"i these evolutions ; but they are often of service, as they 
turn a vessel round quicker on her heel, and will stop her from 
fore-reaching when near in shore or when close aboard ano- 
ther vessel. 

Clue-haulixg. — This method of going about is resorted to 
when on a lee shore, and the vessel can neither be tacked nor 
box-hauled. Cock-bill your lee anchor^ get a hawser on it for 
a spring, and lead it to the lee quarter; range your cable, and 
unshackle it abaft the windlass. Helm^s a-lee! and i?azse 
tacks and sheets ! as for going in stays. The moment she 
loses headway, let go the anchor and Mainsail haul! As 
soon as the anchor brings her head to the wind, let the chain 
cable go, holding on to the spring ; and when the after sails 
take full, cast off or cut the spring, and Let go and haul! 

Drifting in a Tide-way. — As a vessel is deeper aft than 
forward, her stern will always tend to drift faster than her 
head. If the current is setting out of a river or harbor, and 
the wind the opposite way, or only partly across the current. 



TACKING, WEARING, EOXINf , ^C. 77 

you may work out by tacking from shore to shore ; or you may 
let her drift out, broadside to the current ; or, keeping her head 
to the current by sufficient sail, you may let her drift out 
stern first; or, lastly, you may dub her down. If the wind is 
partly across the current, cast to windward. If you w^ork down 
by tacking, and the wind is at all across the current, be care- 
ful of the lee shore, and stay in season, since, if you miss stays, 
you may not be able to save yourself by wearing or box-haul- 
ing, as you might on the weather shore. If the channel is 
very narrow, or there are many vessels at anchor, the safest 
way is to bring her head to the current, brace the yards full, 
and keep only sail enough to give her steerage, that you may 
sheer from side to side. If there is room enough, you will 
drift more rapidly by bringing her broadside to the current, 
keeping the topsails shaking, and counteract the force of the 
current upon the stern by having the spanker full and the 
helm a-lee. You can at any time shoot her ahead, back her 
astern, or bring her head to the current, by filling the head 
yards, taking in the spanker, and setting the jib; filling the 
after yards, taking in the jib, and setting the spanker; or by 
bracing all aback. 

Backing and filling in a Tide-way. — Counter-brace your 
yards as in lying-to, and drift down broadside to the current. 
Fill away and shoot ahead, or throw all aback and force her 
istern, as occasion may require. When you approach the 
hore on either side, fill away till she gets sufficient headway, 
uud put her in stays or wear her round. 

Clubbing in a Tide -way. — Drift down with your anchor 
under your foot, heaving in or paying out on your cable as 
you wish to increase or deaden her way. Have a spring on 
your cable, so as to present a broadside to -he current. This 
method is a troublesome and dangerous oni and rarely resort- 
ed to. An anchor will seldom drag clear through the whole 
operation. 

7* 



78 LYING-TO. 



1 



CHAPTER XII. 

GALES OF WIND, LYING-TO, GETTING ABACK, BY THE LEE, «:C. 

I 

Lymg-to — choice of sails. Scudding. Heave-to after scudding. Taken j 
aback. Chappelling. Broaching-to. By the lee. 

Lting-to. — The best single sail to lie-to under, is generally 
thought to be a close-reefed maintopsail. The fore or the | 
main spencer (sails which are used very much now instead of , 
main and mizzen staysails) may be used to advantage, accord- < 
ing as a ship requires sail more before or abaft the centre of 
gravity. If a ship will bear more than one sail, it is thought 
best to separate the pressure. Then set the fore and main spen- 
cers ; or (if she carries staysails instead) the main and mizzen 
staysail ; or, if she is easier under lofty sail, the fore and 
main topsails close-reefed. A close-reefed main topsail, with 
three lower storm staysails ; or, with the two spencers, fore 
topmast staysail, and reefed spanker, is considered a good 
arrangement for lying-to. If the fore topmast staysail and 
balance-reefed spanker can be added to the two close-reefed 
topsails, she will keep some way, will go less to leeward, and 
can be easily wore round. Close-reefed topsails are used 
much more now for lying-to than the courses. As ships are - 
now built, with the centre of gravity farther forward, and the 
foremast stepped more aft, they will lie-to under head sail bet- 
ter than formerly. Some vessels, which are well down by 
the stern, will lie-to under a reefed foresail, as this tends to 
press her down forward ; whereas, if she had much after sail, 
she would have all the lateral resistance of the water aft, and 
would come up to the wind. In carrying most head or after 
sail, you must be determined by the trim of the vessel, her 
tendency to come to or go off, and as to whether the sail you 
use will act as a lifting or a burying sail. 

A topsail has an advantage over a spencer or lower staysail 
for lying-to, since it steadies the ship better, and counteracts 



SCUDDING. — HEAVTNG-TO. 79 

the heavy weather roll, which a vessel will give under low 
and small fore-and-aft sails. 

Scudding. — The most approved sail for scudding is the 
close-reefed maintopsail, with a reefed foresail. The course 
alone might get becalmed under the lee of a high sea, and the 
vessel, losing her way, would he overtaken by the sea from 
aft; whereas the topsail will always give her way enough and 
lift her. The foresail is of use in case she should be brought 
by the lee. Many officers recommend that the fore topmast 
staysail, or fore storm staysail, should always be set in scud- 
ding, to pay her off if she should broach-to, and with the 
sheets hauled flat aft. 

It has been thought that with the wind quartering and a 
heavy sea, a vessel is more under command with a close-reefed 
foretopsail and maintopmast staysail. The foretopmast stay- 
sail may also be hoisted. If the ship flies off and gets by 
the lee, the foretopsail is soon braced about, and, with the 
maintopmast staysail sheet shifted to the other side, the head- 
way is not lost. 

To HEAVE-TO AFTER ScuDDiNG.—Secure everything about 
decks, and watch a smooth time. Suppose her to be scud- 
ding under a close-reefed maintopsail and reefed foresail ; 
haul up the foresail, put the helm down, brace up the after 
yards, and set the mizzen staysail. As she comes to, set 
the main staysail, meet her with the helm, brace up the 
head-yards, and set the fore or foretopmast staysail. 

If your vessel labors much, ease the lee braces and the hal- 
yards, that everything may work fairly aloft, and let her 
have a plenty of helm, to come to and fall off freely with the 
sea. The helmsman will often let the wheel fly off to lee- 
ward, taking care to meet her easily and in season. The 
sails should be so arranged as to require little of the rudder. 

Taken aback. — It will frequently happen, when sailing 
close-hauled, especially in light winds, from a shift of wind, 
from its dying away, or from inattention, that the ship will 
come up into the wind, shaking the square sails forward. In 
this case, it will often be sufficient to put the helm hard up, 
flatten in the head sheets, or haul their bights to windward, 
and haul up the spanker. If this will not recover lior, and 



80 GETTING ABACK. — BY THE LEE. 

she continues to come to, box her off. Raise fore tack and 
sheet, haul up the spanker and mainsail, brace the head-yards 
aback, haul the jib sheets to windward, and haul out the lee 
bowlines. When the after sails fill. Let go and haul! This 
manoeuvre of boxing can only be performed in good weather 
and light winds, as it usually gives a vessel sternway. 

If the wind has got round upon the other bow, and it is too 
late for box-hauling, square the yards fore and aft, keeping 
your helm so as to pay her off under sternway ; and, as the 
sails fill, keep the after yards shaking, and haul up the spanker 
and mainsail, squaring the head-yards, and shifting your 
helm as she gathers headway. 

Chappelling. — This operation is performed when, instead 
of coming to, you are taken aback in light winds. Put the 
helm up, if she has headway, haul up the mainsail and 
spanker, and square the after yards. Shift the helm as she 
gathers sternway, and when the after sails fill, and she gathers 
headway, shift your helm again. When she brings the wmd 
aft, brace up the after yards, get the main tack down and sheet 
aft, and haul out the spanker as soon as it will take. The 
head braces are not touched, but the yards remain braced as 
before. The former mode of wearing, by squaring the head- 
yards when the after sails are full, has great advantages over 
chappelling, as the vessel will go off faster when the v/ind is 
abeam and abaft, and will come to quicker when the wind 
gets on the other side. 

Broaching-to. — This is when a vessel is scudding, and 
comes up into the wind and gets aback. For such an acci- 
dent, the foretopmast staysail is set, which will act as an off- 
sail, so that by keeping the helm up, with the maintopsail (if 
set) braced into the wind, she will pay off again without get- 
ting sternway. If the close-reefed foretopsail is carried in- 
stead of the main, it can be easily filled. 

Brought by the Lee. — This is when a vessel is scudding 
with the wind quartering, and falls off so as to bring the wind 
on the other side, laying the sails aback. This is more likely 
to occur than broaching-to, especially in a heavy sea. Sup- 
pose the vessel to be scudding under a close-reefed maintop- 
sail and reefed foresail, with the wind on her larboard quar- 



ON BEAM-ENDS. 81 

ler. She falls off suddenly and brings the wind on the star- 
board quarter, laying all aback. Put your helm hard a-star- 
board, raise fore tack and sheet, and fill the foresail, shivering 
the maintopsail. When she brings the wind aft again, meet 
her with the helm, and trim the yards for her course. 



CHAPTER XIII. 

ACCIDENTS. 

On beam-ends. Losing a rudder. A squall. A man overboard. Col- 
lision. Rules for vessels passing one another. 

On Beam-Ends. — A vessel is usually thrown upon her 
beam-ends by a sudden squall taking her, when under a press of 
sail, and shifting the ballast. She must be righted, if possible, 
without cutting away the masts. For, beside sacrificing them, 
the object can seldom be accomplished in that way, if the 
ballast and cargo have shifted. Carry a hawser from the lee 
quarter, with spars and other good stop- waters bent to it. As 
the ship drifts well to leeward, the hawser will bring her 
stern to the wind; but it may not cast her on the other side. 
If a spring can be got upon the hawser from the lee bow, and 
hauled upon, and the stern fast let go, this will bring 
the wind to act upon the flat part of the deck and pay her 
stern off, and assist the spring, when the sails may be trim- 
med to help her in righting. If she can be brought head to 
the wind, and the sails be taken aback, she may cast on the 
other tack. When there is anchoring ground, the practice is 
to let go the lee anchor, which may take the sails aback and 
cast her. Then the ballast and cargo may be righted. 

If there is no anchoring ground, a vessel may still be kept 
head to the wind, by paying a chain cable out of the lee 
hawse-hole ; or by bending a hawser to a large spar, which 
maybe kept broadside-to by a span, to the centre of which the 
hawser is bent. The same operation may be applied to a vessel 



82 LOSING A RUDDER. 

overset, and is preferable to wearing by a hawser. Make fast 
the hawsir forward to the lee bow, carry the other end aft to 
windward and bend it to the spar, and launch the spar over- 
board. By this means, or by letting go an anchor, though 
there be no bottom to be reached, a vessel may often be re- 
covered. 

Losing a Rudder. — The first thing to be done on losing a 
rudder, is to bring the ship to the wind by bracing up the after 
yards. Meet her with the head yards, as she comes to. Take 
m sail forward and aft, and keep her hove-to by her sails. A 
vessel may be made to steer herself for a long time, by care- 
fully trimming the yards and slacking up the jib sheets or 
the spanker sheet a little, as may be required. 

Having got the ship by the wind, get up a hawser, middle 
it, and take a slack clove-hitch at the centre. Get up a cable, 
reeve its end through this hitch, and pay the cable out over 
the taffrail. Having payed out about fifty fathoms, jam the 
hitch and rack it well, so that it cannot slip ; pay out on the 
cable until the hitch takes the water ; then lash the cable to the 
centre of the taffrail ; lash a spare spar under it across the 
stern, with a block well secured at each end, through which 
reeve the ends of the hawser, one on each quarter, and reeve • 
them again through blocks at the sides, abreast of the wheel. 
By this, a ship may be steered until a temporary rudder can 
be constructed. 

A rudder may be fitted by taking a spare topmast, or other 
large spar, and cutting it flat in the form of a stern-post. Bore 
holes at proper distances in that part which is to be the fore 
part of the preventer or additional stern-post ; then take the 
thickest plank on board, and make it as near as possible into 
the form of a rudder; bore holes at proper distances in the 
fore part of it and in the after part of the preventer stern-post, 
to correspond with each other, and reeve rope grommets 
through those holes in the rudder and after part of the stern- 
post, for the rudder to play upon. Through the preventer 
stern-post, reeve guys, and at the fore part of them fix tackles, 
and then put the machine overboard. When it is in a proper 
position, or in a line with the ship's stern-post, lash the upper 
part of the preventer post to the upper part of the ship's stern- 



SQUALL.— MAN OVERBOARD. 83 

post; then hook tackles at or near the main chains, and 
bowse taut on the guys to confine it to the lower part of 
the preventer stern-post. Having holes bored through the 
preventer and proper stern-post, run an iron bolt through both, 
(taking care not to touch the rudder,) which will prevent 
the false stern-post from rising or falling. By the guys on 
the after part of the rudder and tackles affixed to them, the ship 
may be steered, taking care to bowse taut the tackles on the 
preventer stern-post, to keep it close to the proper stern-post. 

A Squall. — If you see a squall approaching, take in the 
light sails, stand by to clew down, and keep her off a lit- 
tle, if necessary. If you are taken by one, unprepared, with 
all sail set and close-hauled, put the helm hard up, let go the 
spanker sheet and outhaul, and the main sheet. Clew up royals 
and topgallant sails, haul down flying-jib, haul up the main- 
sail, and clew down the mizzen topsail. When you are before 
the wind, clew down the topsail yards, and haul out the reef- 
tackles. You may run before the squall until it moderates, 
or furl the light sails, bring by the wind, and reef. 

A Man overboard.^ — The moment the cry is heard, put the 
helm down and bring her up into the wind, whether she is on 
the wind or free, and deaden her headway. Throw overboard 
instantly life buoys, or, if there are none at hand, take a grat- 
ing, the carpenter's bench, or any pieces of plank or loose 
spars there may be about decks ; and let two or three hands 
clear away a quarter boat. The best plan is, if the vessel was 
on the wind, to haul the mainsail up and brace aback the 
after yards and raise the head sheets ; then, having her main 
yard aback, she will drift down directly toward the man. 
Keep your head sails full to steady her, while the after ones 
stop her headway. 

If you are sailing free, with studdingsails set, clew up the 
lower studdingsail, brace up the head yards, haul forward the 
fore tack, and keep the head yards full, while you lull' up to 
back the after ones. Lower away the boat as soon as it is 
safe, and, as the vessel will have turned nearly round, di- 
rect the boat with reference to her position when the acci- 
dent happened and her progress since. 

* See Totten's Naval Text Book, Letter XX. 



84 COLLISION. — HEAVING-TO. 

Collision. — If two vessels approach one another, both hav- 
ing a free wind, each keeps to the right. That is, the one 
with her starboard tacks aboard keeps on or luffs ; and the 
other, if it is necessary to alter her course, keeps off. So, if 
two vessels approach one another close-hauled on different 
tacks, and it is doubtful which is to windward, the vessel on 
the starboard tack keeps on her course, and the other gives 
way and keeps off. That is, each goes to the right, and the 
vessel with her starboard tacks aboard has the preference. 
The only exception to this is, that if the vessel on the larboard 
tack is so much to windward that in case both persist the 
vessel on the starboard tack will strike her to leeward and 
abaft the beam ; then the vessel on the starboard tack must 
give way, as she can do it more easily than the other. 

Another rule is that if one vessel is going dead before the 
wind and the other going free on the starboard tack, the lat- 
ter must luff and go under the stern of the former. 



CHAPTER XIV. 

HEAVING-TO BY COUNTER-BRACING. SPEAKING. SOUNDING, 
HEAVING THE LOG. 

Counter-bracing. — This is done whenever, with a breeze, a 
vessel wishes to remain stationary, for the purpose of speaking 
another vessel, sounding, lowering a boat, or the like. If you do 
not wish to stop your way entirely, haul up the mainsail, square 
the main yards aback, keeping the fore and cross-jack yards 
full, and the foresail, spanker and jib set. If you wish to stop 
her way still more, back the cross-jack yards also, haul up the 
foresail, and put the helm a-lee. She will then fall off and 
come to, which you may regulate by the jib and spanker 
sheets ; and she may be ranged a little ahead, or deadened, by 
filling or backing the cross-jack yards. 

You may, on the other hand, back the head yards and fill 



SPEAKING. — SOUNDING* 85 

the after yards. The former method is called heaving-to 
with the maintopsail to the mast, and the latter, with the fore- 
topsail to the mast. 

Speaking. — When two vessels speak at sea, the one to 
windward heaves her maintopsail to the mast, and the one to 
leeward her fore. This is in order that the weather one may 
the more readily fill without falling off so as to run afoul of 
the other, and that the lee one may box her head off and keep 
clear of the ship to windward. The weather one either throws 
all aback and drops astern, or fills her after yards and shoots 
ahead. The lee one shivers her after yards and boxes off. 

If the weather ship comes too near the lee one, before the 
latter has time to wear, the weather ship squares her head 
yards, drops her mainsail, braces her cross-jack yards sharp 
aback, and puts her helm a-weather. This gives her sternway, 
and the after sails and helm keep her to the wind. 

If three vessels communicate at sea, the weather and mid- 
dle ones back their main topsails, and the lee one her fore ; 
then, in case of necessity, the weather one fills her after yards 
and shoots ahead, the middle one throws all aback and drops 
astern, and the lee one shivers her after sails and falls off. 

Sounding. — The marks upon the lead-lines have been given 
previously, at page 17. To sound with the hand-lead, a man 
stands in the weather main channels with a breast-rope secured 
to the rigging, and throws the lead forward, while the vessel 
has headway on. If the depth corresponds with the marks 
upon the line, as if it is 5, 7, or 10 fathoms, he calls out, " By 
the mark five ! " &c. If it is a depth the fathoms of which have 
no mark upon the line, as 6, 8, or 9, he calls out, " By the 
deep six ! " kc. If he judges the depth to be a quarter or a lialf 
more than a particular iiithom, as, for instance, 5, he calls out, 
"And a quarter," or, "And a half, five!" kc. If it is 5 and 
three quarters, he would say, " Quarter less six ! " and so on. 

To SOUND BY THE Deep-sea-lead. — llavc the line coiled 
down in a tub or rack, clear for running, abreast ot^ the main 
rigging. Carry the end of the line forward on the weather 
side, outside of everything, to the cathead or the spritsail vard- 
arm, and bend it to the lead, which must be armed with tal- 
low. One man holds the lead for heaving, and the others 
S 



86 SOUNDING. — HEAYING THE LOG. 

range themselves along the side, at intervals, each with a coil 
of the line in his hand. An officer, generally the chief mate, 
should stand by to get the depth. All being ready, the word 
is given, ^^ Stand by ! Heave !^^ As soon as the man heaves 
the lead, he calls out, ^'' Watch, ho! Watch! " aid each man, 
as the last fake of the coil goes out of his hand, repeats, 
" Watch, ho ! Watch ! " The line then runs out until it brings 
up by the lead's being on bottom, or until there is enough out 
to show that there is no bottom to be reached. The officer 
notes the depth by the line, which is then snatched, and the 
men haul it aboard, and coil it away fair. If the lead has 
been on the bottom, the arming of tallow will bring up some 
of it ; by which the character of the soundings may be ascer- 
tained. 

The soundings, however, cannot be taken until the vessel's 
way has been stopped or deadened. For this purpose, before 
heaving the lead, either luff up and keep all shaking, or brace 
aback the main or mizzen topsail, or both, according to your 
headway, keeping the head yards full. If you are going free 
with studdingsails set, you may clew up the lower and boom- 
end the topmast studdingsails, bring her up to the wind, and 
keep the sails lifting, without getting them aback. 

It has been laid down as a rule, that if the vessel sags much 
to leeward, as when under short sail in a gale of wind, pass the 
line from the weather side round the stern, clear of everything, 
and heave the lead from the lee side ; otherwise she would leave 
the lead too far to windward for measurement, or For recover- 
ing it again. But in this mode there is great danger of the 
line getting caught on the bottom or at the rudder-heel. It 
must be very deep water if a vessel cannot be managed so as 
to get soundings to windward. 

Heaving the Log. — One man holds the log-reel, upon which 
the log-line is wound, another holds the glass, and the offi- 
cer squares the chip ; and, having coiled up a little of the stray 
line, he throws the chip overboard astern, or from the lee quarter. 
As he throws the chip, he calls out, " Watch ! " To which the 
man with the glass answers, " Watch." As soon as the mark 
for the stray-line goes off the reel, he calls out, " Turn ! " and 
the man turns the glass, answerir^, "Turn," or "Done." 



COMING TO ANCHOR. 87 

The instant the sand has run out, he calls, " Out ! " or " Stop I " 
and the officer stops the line and notes the marks. It is then 
wound up again on the reel. 



CHAPTER XV. 

COMING TO ANCHOR. 



Getting ready for port. Coming to anchor, — clc&e-hauled— free. Moor 
ing. Flying moor. Clearing hawse. To anchor with a sUp-rope. 
Slipping a cable. Coming-to at a slipped cable. 

Getting ready for port. — Get your anchors off the bows, 
and let them hang by the cat-stoppers and shank-painters. 
Bend your cables and overhaul a few ranges forward of the 
windlass, according to the depth of the anchorage and the 
strength of the tide or wind, and range the remainder that 
you expect to use along the decks, abaft the windlass. Have 
the boats ready for lowering, and a spare hawser, with some 
stout rope for kedging or warping, at hand, coiled on the 
natches. 

Coming to anchor. — If you have the wind free and all sail 
set, take in your studdingsails, make them up and stow them 
away, rig in the booms and coil away the gear, and have all 
ready in good season. You may then, as you draw in toward 
the anchorage, take in your royals and flying jib, furling the 
royals if you have time. The topgallant sails are next taken 
in, and the foresail hauled up. The topgallant sails may be 
furled or not, according to tiie strength of the wind and the 
number of hands. If you are before the wind, your mainsail 
will be hauled up, or, if the sheet is aft, haul up the lee clow- 
garnet. Get your ship under her to})sails, jib and spanker. 
When near the ground, chnv up the fore and main topsails, 
put the hel* 1 down, haul down the jib and flatten in the 



68 MOORING* 

spanker. If you have too much headway, back the mizzen 
topsail. Cock -bill your anchor and stream the buoy. When 
she has lost her headway, let go the anchor. Let hands stand 
by to give her chain, as she needs it. 

If you come into anchoring ground close-hauled, haul in 
the weather fore and main braces, and clew up. If the wind 
is light, you may square the fore and main yards before clew- 
ing up. This will deaden her way. If the wind is fresh, it 
would make it difficult to clew up the sails. Haul down the 
jib, and come to by the spanker, or mizzen topsail and spank- 
er. If the wind is light, she may need the mizzen topsail ; 
if not, it may be taken in, and she may be brought to by the 
spanker. If she has too much headway or there is a tide set- 
ting her in, throw all aback. 

Mooring. — A vessel is said to be moored when she rides 
with more than one anchor, in different directions. The com- 
mon method of mooring is, when you have come to with one 
anchor, to pay out chain and let her drop astern until you 
have out double the scope you intend to ride by. Then let go 
your other anchor. Slack up the cable of the latter anchor, 
and heave in on that of the first, until you have the same scope 
to each anchor. You may also moor by lowering the anchor 
and lashing it to the stern of the long boat, and coiling away 
the full scope in the bottom of the boat. You may then pull 
off and pick out your own berth, and let go. 

If you wish to drop your second anchor in any other place 
than directly to leeward of the first, you may, without using 
your long boat, warp the vessel over the berth intended for 
your second anchor. 

You should always moor so that you may ride with an 
open hawse in the direction from which you are liable to the 
strongest winds. If you have chain cables, you may moor 
with both cables bent to a swivel just clear of the hawse 
hole, one chain coming in-board. In moderate weather, 
and where you are not in a strong tide-way, it will generally 
be sufficient to let go one anchor, since, if you have out a 
good scope of chain, you will ride by the bight of it, and it 
will require a very heavy blow to bring a strain upon the 
anchor. 



MOORING. — CLEARING HAWSE. 89 

In mooring, you should always have a shackle near the 
hawse-hole, for clearing hawse. If it is just abaft the wind- 
lass, it will be convenient in case you wish to slip your cable. 

A Flying Moor — sometimes called a running moor. — Have 
both anchors ready for letting go, with double the scope of 
chain you intend to ride by ranged for the weather anchor, 
and the riding scope of the lee chain. There are two ways of 
making a flying moor. One is to clew up everything and let 
go the first anchor while she has sufficient headway to run 
out the whole double range. When it is all out, or just be- 
fore, luff sharp up, brace aback to stop her way, and let go the 
other anchor. Then heave in on the first and light out on 
the second, until there is the same scope to each. This mode 
is almost impracticable in a merchant vessel, where there is 
but one deck, and where the chain may have to be paid out 
over a windlass, since the headway would in most cases be 
soon stopped. 

The other mode is, to lay all flat aback, and the moment 
the headway ceases, let go your first anchor, paying out chain 
as she drops astern, until double your riding scope is out. 
Then let go your second anchor and heave in on the first. 

Clearing Hawse. — When a vessel is moored she may 
swing so as to get a foul Imwse ; that is, so as to bring one 
cable across the other. If one cable lies over the other, it is 
called a cross. When they make another cross, it is called 
an elbow. Three crosses make a round turn. The turns 
may be kept out of a cable by tending the vessel when she 
swings, and casting her stern one side or the other, by the 
helm, jib and spanker. To clear hawse, trice the slack cable 
up by a line or a whip purchase and hook, below the turns. 
Lash the two cables together just below the lowest turn. 
Pass a line round the cable from outside, following each turn, 
and in through the hawse-hole of the slack cable, and bend it 
to the shackle.w Unshackle and bend a line to the end. 
Rouse the cable out through the hawse-hole, slacking up on 
the end line, and tricing up if necessary. Take out the turns 
by the first line passed in, and haul in again on the end line. 
Shackle the chain again, heave taut, and cast off the lashings. 

To anchor with a Slif-rofe. — This is necessary when 
8^ 



90 SLIPPING. 

you are lying iri an open road-stead, where you must stand 
out to sea upon a gale coming up, without taking time to 
get your anchor. You must ride at one anchor. Having 
come to, take a hawser round from the quarter on the same 
side; with your anchor, outside of everything, and bend its end 
to the cable just below the hawse-hole. Have a buoy triced 
up forward, clear of everything and carry the buoy-rope in 
through the hawse-hole, and round the windlass, with three 
turns, (the first turn being outside the others,) and bend it to the 
shackle which is to be cast off when the cable is slipped. 
Have another buoy bent to the end of the hawser which is 
to be used for the slip-rope. 

To SLIP A Cable. — When ready to slip, everything having 
been prepared as above, unshackle the chain abaft the wind- 
lass, and hoist the topsails, reefed, if necessary. Stream the 
buoy for the end of the chain, and that at the end of the slip- 
rope aft. Take good turns with the slip-rope round the 
timber-heads, at the quarter. Hoist the fore topmast staysail 
and back the fore topsail, hauling in the braces on the same 
side with the cable, so that she may cast to the opposite side. 
Fill the after yards, and let go the end of the cable. Hold on 
to the slip-rope aft, until her head is fairly off; then let go, 
brace full the head yards, and set the spanker. 

CoMiNG-TO AT A SLIPPED Cable. — Keep a lookout for your 
buoys. Having found them, heave-to to windward of 
them, send a boat with a strong warp and bend it to the 
slip-rope buoy, take the other end to the capstan and walk 
the ship up to the buoy. Take the slip-rope through the 
chock, forward, and heave on it until you get the chain, where 
the slip-rope was bent to it, under foot. Make Avell fast the 
slip-rope, then fish the buoy at the end of the chain, haul up 
on that buoy-rope, and get the end of the chain. Rouse it in 
through the hawse-hole and shackle it. Heave taut, until the 
bend of the slip-rope is above the water, then take the other 
em round aft and make it fast at the quarter-port again. 
Pass in the buoy-rope for the end of the chain, and you are all 
ready for slipping again. 



GETTING UNDER WAT. 91 



CHAPTER XVI. 



GETTING UNDER WAY. 

To unmoor. Getting under way from a single anchor. To cat and fish. 
To get under way with a wind blowing directly out, and riding head to 
it ; — with a rock or shoal close astern ; — when riding head to wind and 
tide, and to stand out close-hauled ; — wind-rode, with a weather tide ; — 
tide-rode, casting to windward ; — tide-rcde, wearing round. 

Unmoor. — Pay out on your riding cable, heaving in the 
slack of the other. When the other is short, trip it, cat and 
fish, and heave in on your riding cable. Instead of this 
method, the anchor v^hich you are not riding by may be 
weighed, if it is a small one, by the long boat. Send the 
long boat out over the anchor, take aboard the buoy-rope, 
carrying it over the roller in the boat's stern, or through the 
end of a davit, clap the watch-tackle to it, and weigh it out 
of the ground. This done, and the buoy-rope and tackle 
secured to the boat, heave in on the chain on board, which 
will bring the anchor alongside, the boat approaching at the 
same time. When under the bow, cast off the fasts to the 
boat, heave up the anchor, cat and fish. 

Getting under way from a single Anchor. — It is the 
duty of the chief mate to see all ready forward for getting 
under way; the rigging fair for making sail, the cat and fish- 
tackles rove, and the fish-davit at hand. Heave short on your 
chain and pavv^l the windlass. Loose all the sails, if the wind 
is light, and sheet home and hoist up topsails, topgallant sails, 
and royals. If there is a stiff breeze, set topsails alone, whole 
or reefed. You should always, if it will answer, cast on the 
opposite side from your anchor; that is, if you are riding by 
your starboard anchor, cast to port. Brace your head yards 
aback and your after yards full, for the tack you mean to cast 
upon. The sails being set, man the windlass again, give her 
d sheer with the helm, and trip your anchor. The mate re- 



92 GETTING UNDER WAT. 

ports when it is away. As soon as it is away, hoist the jib. 
The fore topsail aback will pay her head off. Put the helm 
for stern-board. When her head is off enough, fill away the 
head yards and haul out the spanker, shifting the helm for 
headway. Trim the yards for your course, and make sail on 
her. If the wind is light and the sea smooth, you may cat 
and fish your anchor after you get under way ; but it is best 
in a rough sea to keep the vessel hove-to until the anchor 
is catted and fished. 

To CAT AND FISH AN Anchoe. — When the anchor is lifted 
and brought under foot, pawl the windlass, keeping a good 
hold on the chain. Overhaul down the cat-block and hook it 
to the ring of the anchor. Stretch along the cat-fall and let 
all hands tally on. Set taut on the cat-tackle and pay out a 
little chain. Hoist away the anchor to the cat-head, and 
belay the fall. Pass the cat-stopper through the ring of the 
anchor, through the chock, belay it to the cat-tail, and seize 
it to its own part. Overhaul down the fish-tackle, hook the 
lower block to the pennant, and hook the fish-hook to the 
inner fluke of the anchor. Rig out your fish-davit across the 
forecastle, and put the bight of the pennant into the sheave- 
hole. Get a guy over it, near the outer end, to keep it down, 
and another at the inner end, to keep it out. Get the shoe 
over the side, to fend off the bill of the anchor. Hoist the 
fluke well up, pass the shank-painter under the inner arm 
and shank, bring it inboard, and belay and stop it to the 
timber-heads. Rig in the davit, unreeve the cat-fall and fish- 
tacKle. 

A vessel* may sometimes be got under way to advantage 
with the jib and spanker; particularly if the wind is blowing 
directly out of the harbor. Heave the anchor up at once. 
When it has broken ground, hoist the jib, and, as she pays off, 
haul out the spanker. Keep her under this sail until the 
anchor is catted and fished, then make sail and stand out. 

To GET UNDER WAY, WITH A WIND BLOWING DIRECTLY OUT, 

AND RIDING HEAD TO IT. — Supposc the sliip to havc her star- 
board anchor down. Heave short and clear away the jib, and 
put the helm to port. Heave again until the anchor is up to 
the bows. Cat and fish. When the anchor is a-weigh, hoist tho 



GETTING UNDER WAT. 9$ 

jib. Let her pay off under the jib. When she gathers head- 
way, shift the helm, and let fall the sails. When she gets 
before it, sheet home and hoist the topsails, set the foresail, 
and haul down the jib. Make sail aloft. 

To GET UNDER WAY, RIDING HEAD TO THE WIND, WITH A ROCK 

OR SHOAL CLOSE ASTERN. — Suppos^ you wish to cast the ship 
on the starboard tack. Heave in a safe scope on the chain, 
and run out a kedge with a hawser from the starboard bow. 
Cast off the yard-arm gaskets and mast-head the topsails, 
keeping the bunts fast. Heave taut on the hawser, and brace 
the yards up for the starboard tack fore and aft, hauling the 
jib sheet to windward. Heave up the anchor, taking in the 
slack of the hawser, cat it, pass the stopper, and have all ready 
for letting go. Haul ahead on the hawser, and as soon as the 
kedge is short a-peak or comes home, sheet home the topsails, 
run up the jib, and put the helm a-starboard. As soon as 
the jib fills, run the kedge up and take it in. When the 
topsails take and she gathers headway, draw the jib, set the 
spanker, board fore and main tacks, haul aft sheets, and right 
the helm. If she falls off too rapidly when the topsails take, 
give her the spanker and mainsail, easing off the jib sheet. 
When she comes to, haul aft the jib sheet and board the fore 
tack. If, when the kedge is a- weigh, she falls off on the 
wrong side, let go the anchor. 

To GET UNDERWAY, RIDING HEAD TO WIINJJ Ai\L» TlL»Ji, AJND TO 

STAND OUT CLOSE-HAULED. — Supposc you wish to cast to port. 
Heave short, keeping the helm a-starboard. Set the topsails. 
Brace up the after yards for the starboard tack, and back the 
head yards. Man the windlass and heave up the anchor. 
When the anchor is a-weigh, hoist the jib. When she has 
payed off sufficiently, fill away the head yards, shift the helm 
for headway, set the spanker, and make sail. Cat and fish, 
either before or after filling away. 

If you have no room to cast on either side, but have a vessel 
on each quarter, heave short, set tlie topsails, jib, and spanker, 
brace all the yards half up for the starboard tack, weigh the 
anchor, and put the helm to port. The tide acting on 
the rudder will sheer her head to starboard. When the 



94 GETTING UNDER WAT. 

sails take aback and give her stern way, the rudder and after 
sails will act against the head sails, and she will drift fairly 
down between the two vessels. Keep her off or to, by the 
spanker and jib. When you are clear, cast to port; or, 
haul up the spanker, shiver the after yards, and let her go off 
before it. 

To GET UNDER WAY WIND-RODE, WITH A WEATHER TIDE; 

that is, a tide setting to windward.— Suppose you wish to 
cast to port. Heave short, loose the sails, and set the top- 
sails. Square the after yards, and haul in the starboard head- 
braces. Heave again, and, when you are a-weigh, put the 
helm to port and hoist the jib. When she has payed off 
enough, fill away the head yards and shift the helm for head- 
way. 

To GET UNDER WAY, TIDE -RODE, CASTING TO WINDWARD. — 

Suppose the wind to be a little on the starboard bow, and you 
wish to cast to starboard, standing out on the larboard tack. 
Having hove short and set the topsails, brace up the after yards 
for the larboard tack, and brace the head yards aback. Weigh 
the anchor, keeping your helm to port, and hauling the 
spanker boom well over to starboard. When she comes head 
to the wind, hoist the jib, with the sheet to port. Shift the 
helm for stern way. As she falls off, draw the jib, fill the 
head yards, and shift the helm for headway. 

To aET UJNJJ±:±t WAY, TIUE-RODE, WEARING ROUND. SuppOSe 

you have the wind on your starboard quarter, and are obliged 
to wear her round and stand out on the larboard tack. Set 
the topsails, square the head yards, and shiver the after yards. 
When the anchor is a-weigh, put the helm hard a-starboard, 
and give her the foresail, if necessary. Having headway, 
she will go round on her keel, and you may proceed as in 
wearing. 

If a vessel is in a confined situation, without room to cast 
by her sails or by the tide, she may be cast by a spring upon 
her cable, leading in at that which will be the weather 
quarter. The spring may be bent to the ring of the anchor 
before it is let go, or it may be seized to the cable just outside 
the hawse-hole, 



GETTING UNDER WAY. 95 

It will be remembered that when a vessel is riding head 
to the tide, the helm is to be put as though she had headway ; 
and when the tide sets from astern, as though she had stern- 
way. But you should be reminded that when you have th« 
wind and tide both ahead, if the vessel, after you weigh your 
anchor, goes astern faster then the current, the helm must br 
used as for stern-board. 



DICTIONARY OF SEA TERMS. 



Aback. The situation of the sails when the wind presses their surfaces 

against the mast, and tends to force the vessel astern. 
Abaft. Toward the stern of a vessel. 
Aboard. Within a vessel. 
About. On the other tack. 
Abreast. Alongside of. Side by side. 
Accommodation. (See Ladder.) 
A-cock-bill. The situation of the yards when they are topped up at 

an angle with the deck. The situation of an anchor when it 

hangs to the cathead by the ring only. 
Adrift. Broken from moorings or fasts. Without fasts. 
Afloat. Resting on the surface of the water. 
Afore. Forward. The opposite of abaft. 
Aft — After. Near the stern. 
Aground. Touching the bottom. 
Ahead. In the direction of the vessel's head. Wind ahead is from the 

direction toward which the vessel's head points. 
A-HULL. The situation of a vessel when she lies with all her sails 

furled and her helm lashed a-lee. 
A-lee. The situation of the helm when it is put in the opposite direc- 
tion from that in which the wind blows. 
All-aback. When all the sails are aback. 
All Hands. The whole crew. 
All in the wind. When all the sails are shaking. 
Aloft. Above the deck. 
Aloof. At a distance. 
Amain. Suddenly. At once. 
Amidships. In the centre of the vessel; either with reference to her 

length or to her breadth. 
Anchor. The machine by which, when dropped to the bottom, the 

vessel is held fast. 
Anchor-watch. (See Watch.) 
An-end. When a mast is perpendicular to the deck. 
A-peek. When the cable is hove taut so as to bring the vessel nearly 

over her anchor. The yards are a-peek when they are topped up 

by contrary lifts. 
Apron. A piece of timber fixed behind the lower part of the stern, just 

above the fore end of the keel. A covering to the vent or lock 

of a cannon. 
Arm. Yard-arm. The extremity of a yard. Also, the lower part of an 

anchor, crossing the shank and terminating in the flukes. 
Arming. A piece of tallow put in the cavity and over the bottcm of a 

lead-line. 
A-stern. In the direction of the stern. The opposite of ahead. 
A-taunt. (See Taunt.) 



DICTIONARY OF SEA TERMS. 97 

Athwart, /cross. 

Athwart-ships. Across the line of the vessel's keel. 
Athwart-hawsc. Across the direction of a vessel's head. Across 
her cable. 

Athwart-ships. Across the length of a vessel. In opposition to fore- 
and-aft. 

A-TRip. The situation of the anchor when it is raised clear of the 
ground. The same as a-weigh. 

Avast, or 'Vast. An order to stop ; as. "Avast heaving ! " 

A-WEATHER. The situation of the helm when it is put in the direction 
from which the wind blows. 

A-wEiGH. The same as a-trip. 

Awning. A covering of canvass over a vessel's deck, or over a boat, 
to keep off sun or rain. 

Back. To hack an anchor, is to carry out a smaller one ahead of the 
one by which the Vessel rides, to take off some of the strain. 
To hack a sail, is to throw it aback. 
To hack and Jill, is alternately to back and fill the sails. 

Backstays. Stays running from a masthead to the vessel's side, 
slanting a little aft. (See Stays.) 

Bagpipe. To bas'pipe the mizzen, is to lay it aback by bringing the 
sheet to the weather mizzen rigging. 

Balance-reef. A reef in a spanker or fore-and-aft mainsail, which 
runs from the outer head-earing, diagonally, to the tack. It is 
the closest reef, and makes the sail triangular, or nearly so. 

Bale. To hale a hoat, is lo throw water out of lier. 

Ballast. Heavy material, as iron, lead, or stone, placed in the bot- 
tom of the hold, to keep a vessel from upsetting. 
To freshen hallast, is to shift it. Coarse gravel is called shingle 
hallast. 

Bank. A boat is douhlchanked when two oars, one opposite the other, 
are pulled by men seated on the same thwart. 

Bar. a bank or shoal at the entrance ot a harbor. 

Capstan-bars are heavy pieces of wood by which the capstan is 
hove round. 

Bare-poles. The condition of a ship when she has no sail set. 

Barge. A large double-banked boat, used by the commander of a 
vessel, in the navy. 

Bark, or Barque. (See Plate 4.) A three-masted vessel, having her 
fore and main masts rigged like a ship's, and her mizzen mast 
like the main mast of a schooner, with no sail upon it but a 
spanker, and gaff topsail. 

Barnacle. A shell-fish often found on a vessel's bottom. 

Battens. Thin strips of wood put around the hatches, to keep the 
tarpaulin down. Also, ])ul upon rigging to keep it iVom chatiusr. 
A large batten widened at the end, and put upon rigging, Is 
called a Scotchman. 

Beacon. A post or buoy placed over a shoal or bank to warn vessels 
oii'. Also as a signal-mark on land. 

Beams. Strong pieces of timber stretching across the vessel, to sup- 
port the (locks. 
On. the weather or Iceheam, is in a direction to windward <ir 

leeward, at right angles with the kcvl. 
On bram-ciids. The situation of a vessel when turned over s;i 
that her beams are inclined toward the vertical. 

Bear. An object bears so and so, when it is in such a direction from 
the person looking. 
9 



98 DICTIONARY OF SEA TERMS. 

To hear down upon a vessel, is to approach her from the windward. 
To hear up, is to put the helm up and keep a vessel off irom her 

course, and move her to leeward. 
To bear away, is the same as to bear up ; being applied to the ves- 
sel instead of to the tiller. 
To bcar-a-hand. To make haste. 

Bearing. The direction of an object from the person lookir_>g. The 
bearings of a vessel, are the widest part of her below the 
plank-shear. That part of her hull which is on the water-line 
when she is at anchor and in her proper trim. 

Beating. Going toward the direction of the wind, hy alternate tacks. 

Becalm. To intercept the wind. A vessel or highland to windward 
is said to becalm another. So one sail becalms another. 

Bzcket. a piece of rope placed so as to confine a spar or another 
rope. A handle made of rope, in the form of a circlej (as the 
handle of a chest,) is called a becket. 

Bees. Pieces of plank bolted to the outer end of the bowsprit, to reeve 
the foretopmast stag's through. 

Belay. To make a rope fast by turns round a pin or coil, without 
hitchhig or seizing it. 

Bend. To make fast. 

To bend a sail, is to make it fast to the yard. 

To bend a cable, is to make it fast to the anchor. 

A bend, is a knot by v/hich one rope is made fast to another. 

Bends. (See Plate 3.) The strongest part of a vessel's side, to 
which the beams, knees, and foot-hooks are bolted. The part 
between the water's edge and the bulwarks. 

Beneaped. (See Neaped.) 

Bentick Shrouds. Formerly used, and extending from the fiittock- 
staves to the opposite channels. 

Berth. The place where a vessel lies. The place in which a man sleeps. 

Between-decks. The space between any two decks of a ship. 

Bibbs. Pieces of timber bolted to the hounds of a mast, to support the 
trestle-trees. 

Bight. The double part of a rope when it is folded; in contradistinction 
from the ends. Any part of a rope may be called the bight, ex- 
cept the ends. Also, a bend in the shore, making a small bay or 
inlet. 

Bilge. That part of the floor of a ship upon which she would rest if 
aground ; being the part near the keel which is more in a hori- 
zontal than a perpendicular line. 
Bllge-iDays. Pieces of timber bolted together and placed undej 

the bilge, in launching. 
Bilged. When the bilge is broken m. 
Bilge Water. Water which settles in the bilge. 
Bilge. The largest circumference of a cask. 

Bill. The point at the extremity of the fluke of an anchor. 

Billet-head. (See Head.) 

Binnacle. A box near the helm, containing the compass. 

BiTTs. Perpendicular pieces of timber going through the deck, placed to 
secure anything to. The cables are fastened to them, if there is 
no windlass. There are also bills to secure the windlass, and 
on each side of the heel of the bowsprit. 

Bitter, or Bitter-end. That part of the cable which is abaft thebitts. 

Blackwall Hitch. (See Plate 5 and page 49.) 

Blade. The flat part of an oar, which goes into the water. 

Block. A piece of wood with sheaves, or wheels, in it, through which 
the running rigging passes, to add to the purch * se. (See page 53.) 



DICTIONARY OF SEA TERMS. 99 

Bluff. A bluff-boiced or blujf-hcaded vessel is one v/hich is full and 

square forward. 
Board. The stretch a vessel nnakes upon one tack, when she is beating. 
Stern-board. When a vessel goes stern foremost. 
By the borird. Said of masts, when they fiJl over the side. 
Boat-hook. An iron hook with a long staff, heid in the hand, hy 

which a boat is kept fast to a wharf, or vessel. 
Boatswain. (Pronounced bo-s^n.) A warrant officer in the navy, wlio 

has charge of the rigging, and calls the crew to duty. 
BoBSTAY.s. Used to confine the bowsprit down to the stem or cutwater. 
Bolsters. Pieces of soft wood, covered with canvass, placed on the 

trestle-trees, for the eyes of the rigging to rest upon. 
Bolts. Long cylindrical bars of iron or copper, used to secure or unite 

the different parts of a vessel. 
BoLT-ROPE. The rope v/hich goes round a sail, and to which the canvass 

is sewed. 
Bonnet. An additional piece of canvass attached to the foot of a jib, 

or a schooner's foresail, by lacings. Taken off in bad weather. 
Boom. A spar used to extend the foot of a fore-and-aft sail or studding- 
sail. 
Boom-irons. Iron rings on the yards, through which the studding- 
sail booms traverse. 
Boot-topping. Scraping off the grass, or other matter, which may be 
on a vessel's bottom, and daubing it over with tallow, or some 
mixture. 
Bound. Wind-bound. When a vessel is kept in port by a head wind. 
Bow. The rounded part of a vessel, forward. 

Bower. A working anchor, the cable of which is bent and reeved 
through the hawse-hole. 
Besl bower is the larger of the two bowers. (See page 16 ) 
Bow-GRACE. A frame of old rope or junk, placed round the bows and 

sides of a vessel, to prevent the ice from injuring her. 
Bowline. (Pronounced bo-lin.) A rope leading forward from the leech 
of a square sail, to keep the leech well out when sailing close- 
hauled. A vessel is said to be on a bowline, or on a taut bowline, 
when she is close-hauled. 
Bowline-bridle. The span on the leech of the sail to which the 

bowline is toggled. 
BowiUne-knot. (See Plate 5 and page 40.) 
Bowse. To pull upon a tackle. 
Bowsprit. (Pronounced bo-sprit.) A large and strong spar, standing 

from the bows of a vessel. (See Plate 1.) 
Box-HAULiNG. Wearing a vessel by backing the head sails. (See page 75.) 
Box. To box the compass, is to repeat the thirty-two points of the com- 
pass in order. 
Brace. A rope by which a yard is turned about. 

To brace a yard, is to turn it al)out horizontally. 
7b brace up, is to lay the yard more Ibre-and-aft. 
7'(9 brace in, is to lay it nearer square. 
I'o brace aback. ( Se e A hack.) 

To brace to, is to brace the head yards a little aback, in tacking or 
wearing. 
Brails. Rones by which the foot (U- hnvcr corners of fore-and-aft sails 

are hauled up. 
Brake. The handle of a ship's pum]>. 
Break. To break bulk, is to l)egiu to unload. 

To break s;-rou)u!, is to lilt the anchor from tl e bottom. 

7b break shc(tr, is when a vessel, at aiK'hor. in tending, is l\n'ccd 



100 DICTIONARY OF SEA TERMS. 

the wrong way by the wind or current, so that she does not lie 
so well for keeping herself clear of her anchor. 

Breaker. A small cask containing water. 

Breaming. Cleaning a ship's bottom by burning. 

Breast-fast. A rope used to confine a vessel sideways to a wharf, or 
to some other vessel. 

Breast-hooks. Knees placed in the forward part of a vessel, across the 
stem, to unite the bows on each side. (See Plate 3.) 

Breast-rope. A rope passed round a man in the chains, while soundin§r. 

Breech. The outside angle of a knee-timber. The after end of a gun. 

Beeeching. a strong rope used to secure the breech of a gun to the 
ship's side. 

Bridle. Spans of rope attached to the leeches of square sails, to whicn 
the bowlines are made fast. 
Bridle-port. The foremost port, used for stowing the anchors. 

Brig. A square-rigged vessel, with two masts. An hermaphrodite brig- 
has a brig's foremast and a schooner's mainmast. (See Plate 4.) 

Broach-to. To fall off so much, when going free, as to bring the wind 
round on the other quarter and take the sails aback. 

Broadside. The whole side of a vessel. 

Broken-backed. The state of a vessel when she is so loosened as to 
droop at each end. 

Bucklers. Blocks of wood made to fit in the hawse-holes, or holes in 
the half-ports, when at sea. Those in the hawse-holes are 
sometimes called hawse-blocks. 

Bulge. (See Bilge ) 

Bulk. The whole cargo when stowed. 

Stowed in bulk, is when goods are stowed loose, instead of being 
stowed in casks or bags. (See Break Bulk.) 

Bulk head. Temporary partitions of boards to separate different parts 
of a vessel. 

Bull. A sailor's term for a small keg, holding a gallon or two. 

Bull's eye. (See page 53.) A small piece of stout wood with a hole 
in the centre for a stay or rope to reeve through, without any 
sheave, and with a groove round it for the strap, which is usual- 
ly of iron. Also, a piece of thick glass inserted in the deck 
to let light below. 

Bulwarks. The wood work round a vessel, above her deck, consisting 
of boards fastened to stanchions and timber-heads. 

Bum-boats. Boats which lie alongside a vessel in port with provi- 
sions and fruit to sell. 

Bumpkin. Pieces of timber projecting from the vessel, to board the fore 
tack to ; and from each quarter, for the main brace-blocks. 

Bunt. The middle of a sail. 

BuNTiNE. (Pronounced buntln.) Thin woollen stuff of which a ship's 
colors are made. 

BuNTLiNEs. Ropes used for hauling up the body of a sail. 

Buoy. A floating cask, or piece of wood, attached by a rope to an anchor, 
to show its position. Also, floated over a shoal, or other dan- 
gerous place as a beacon. 
To stream a baoy, is to drop it into the water before letting go the 

anchor. 
A buoy is said to watch, when it floats upon the surface of the 
water. 

Burton. A tackle, rove in a particular manner. 

A single Spanish burton has three single blocks, or two single 

blocks and a hook in the bight of one of the running parts. 
A double Spanish burton has three double blocks. (See page 54.) 



DICTIONARY OF SEA TERMS. 101 

Butt. The end of a plank where it unites with the end of another. 

ScuWe-hutt. A cask with a hole cut in its bilge, and kept on deck 
to hold water for daily use. 

Buttock. That part of the convexity of a vessel ahaft. under the stern, 
contained between the counter above and the after part of the 
bilge below, and between the quarter on the side and the stern- 
post. (See Plate 3.) 

By. By the head. Said of a vessel when her head is lower in the v/ater 
than her stern. If her stern is lower, she is by the stern. 
By the lee. (See Lee. See Run.) 

Cabin. The after part of a vessel, in which the officers live. 

Cable. A large, strong rope, made fast to the anchor, by which the 
vessel is secured. It is usually 120 fathoms in length. 

Cable-tier. (See Tier.) 

Caboose. A house on deck, where the cooking is done. Commonly 
called the Gdlley. 

Calk. (See Caulk.) 

Cambered. When the floor of a vessel is higher at the middle than to- 
wards the stem and stern. 

Camel. A machine used for lifting vessels over a shoal or bar. 

Camfering. Taking off an angle or edge of a timber. 

Can-hooks. Slings with flat hooks at each end, used for hoisting barrels 
or light casks, the hooks being placed round the chimes, and the 
purchase hooked to the centre of the slings. Small ones are 
usually wholly of iron. 

Cant-pieces. Pieces of timber fastened to the angles of fishes and side- 
trees, to supi^Jy any part that may prove rotten. 

Cant-timbers. Timbers at the two ends of a vessel, raised obliquely 
from the keel. 
Lower Half C mis. Those parts of frames situated forward and 
abaft the square frames, or the floor timbers which cross the 
keel. 

Canvass. The cloth of which sails are made. No. 1 is the coarsest 
and strongest. 

Cap. a thick, strong block of wood with two holes through it, one 
square and the other round, used to confine together the head of 
one mast and the lower part of the mast next above it. (See 
Plate 1.) 

Capsize. To overturn. 

Capstan. A machine placed perpendicularly in the deck, and used for 
a strong purchase in heaving or hoisting. Men-of-war weigh 
their anchors by capstans. Merchant vessels use a windlass. 
(See Bar.) 

Careen, To heave a vessel down upon her side by purchases upon 
the masts. To lie over, wiien snilinij: on the wind. 

Carlings. Short and small pieces of limber running between the beams. 

Carrick-bend. a kind of knot. (See Plate 5 and page 00.) 
Carrick-bitfs are the windlass bitts. 

Carry- A way. To break a spar, or part a rope. 

Cast. To pay a vessel's head oil, in getting under way, on the tr.ck she 
is to sail upon. 

Cat. The tackle used to hoist the anchor up to the cat-head. 
Cat-block, the block of this tackle. 

Cat-haupin. An iron log used to confine ilie upper part of the rigging 
to the mast. 



102 DICTIONARY OF SEA TERMS. 

Cat-head. Large timbers projecting from the vessel's side, to which 
the anchor is raised and secured. 

Cat's-paw. A kind of hitch made in a rope. (See Plate 5 and page 50.) 
A light current of air seen on the surface of the water during a 
calm. 

Caulk. To fill the seams of a vessel with oakum. 

Cavil. (See Kevel.) 

Ceiling. The inside planking of a vessel. 

Chafe. To rub the surface of a rope or spar. 

Chafing-gear is the stuff put upon the rigging and spars to pre- 
vent their chafing. 

Chains. (See Plate 1.) Strong links or plates of iron, the lower ends 
of which are bolted through the ship's side to the timbers. 
Their upper ends are secured to the bottom of the dead-eyes in 
the channels. Also, used familiarly for the Channels, which 
see. The chain cable of a vessel is called familiarly her chain. 
Rudder -chains lead from the outer and upper end of the rudder to 
the quarters. They are hung slack. 

Chain-plates. Plates of iron bolted to the side of a ship, to which the 
chains and dead-eyes of the lower rigging are connected. 

Channels. Broad pieces of plank bolted edgewise to the outside of a 
vessel. Used for spreading the lower rigging. (See Chains.) 

Chapelling. Wearing a snip round, when taken aback, without bracing 
the head yards. (See page 80.) 

Check. A term sometimes used for slacking off a little on a brace, and 
then belaying it. 

Cheeks. The projections on each side of a mast, upon which the trestle- 
trees rest. The sides of the shell of a block. 

Cheerly ! Quickly, with a will. 

Chess-trees. Pieces of oak, fitted to the sides of a vessel, abaft the 
fore chains, v/ith a sheave in them, to board the main tack to. 
Now out of use. 

Chimes. The ends of the staves of a cask, where they come out beyond 
the head of the cask. 

Chinse. To thrust oakum into seams with a small iron. 

Chock. A wedge used to secure anything with, or for anything to rest 
upon. The long boat rests upon two large choc/cs, when it is 
stowed. 
Chock-a-block. When the lower block of a tackle is run close up 
to the upper one, so that you can hoist no higher. This is also 
called hoisting up iwo-blocks. 

Cistern. An apartment in the hold of a vessel, having a pipe leading 
out through the side, with a cock, by which water may be let 
into her. 

Clamps. Thick planks on the inside of vessels, to support the ends of 
beams. Also, crooked plates of iron fore-locked upon the trun- 
nions of cannon. Any plate of iron made to turn, open, and shut 
so as to confine a spar or boom, as. a studdingsail boom, or a 
boat's mast. 

Clasp-hook. (See Clove-hook.) 

Cleat. A piece of wood used in different parts of a vessel to belay 
ropes to. 

CiEw. The lower corner of square sails, and the after corner of a fore* 
and-aft sail. 
To clew up, is to haul up the clew of a sail. 

Clew-garnet. A rope that hauls up the clew of a foresail or mainsail 
i.1 a square-rigged vessel. 



DICTIONARY OF SEA TERMS. 103 

Clewline. A rope that hauls up the clew of a square sail. The clew- 

garnet is the clewline of a course. 
Clinch. A half-hitch, stopped to its own part. 
Close-hauled. Applied to a vessel which is sailing with her yards 

braced up so as to j^et as much as possible to windward. The 

same as on a tmd hnwline^ full and by, on the wind, &c. 
Clove-hitch. Two half-hitches round a spar or other rope. (See Plate 

5 and page 48.) 
Clove-hook. An iron clasp, in two parts, moving upon the same pivot, 

and overlapping one another. Used for bending chain sTieets 

to the clews of sails. 
Club-haul. To bring a vessel's head round on the other tack, by letting 

go the lee anchor and cutting or slipping the cable. (See 

page 76.) 
Clubbing. Drifting down a current with an anchor out. (See page 77.) 
CoAKiNG. Uniting pieces of spar by means of tabular projections, form- 
ed by cutting away the solid of one piece into a hollow, so as to 

make a projection in the other, in such a manner that they may 

correctly fit, the butts preventing the pieces from drawing 

asunder. 
Coaks are fitted into the beams and knees of vessels to prevent 

their drawing. 
Coal Tar. Tar made from bituminous coal. 
Coamings. Raised work round the hatches, to prevent water going 

down into the hold. 
Coat. Mast-Coat is a piece of canvass, tarred or painted, placed round 

a mast or bowsprit, where it enters the deck. 
CocK-BiLL. To cock-bill a yard or anchor. (See A-cock-bill.) 
Cock-pit. An apartment in a vessel of war, used by the surgeon during 

an action. 
CoDLiNE. An eighteen thread line. 
Coxswain. (Pronounced cox^n.) The person who steers a boat and 

has charge of her. 
Coil. To lay a rope up in a ring, with one turn or fake over another. 

A coll is a quantity of rope laid up in that manner. 
Collar. An eye in the end or bight of a shroud or stay, to go over the 

mast-head. 
Come. Come home, said of an anchor when it is broken from the ground 

and drags. 
To come vp a rope or tackle, is to slack it off. 
Companion. A wooden covering over the staircase to a cabin. 
Companion-way, the staircase to the cabin. 
Companion-ladder. The ladder leading from the poop to the main 

deck. 
Compass. The instrument which tells the course of a vessel. 

Compass-timbers arc sucli as arc cur\ed or arched. 
Concluding-line. A small line loading through the centre of the steps 

of a rope or Jacob's ladder. 
Conning, or Cunning. Directing the holmsmau in steering a vessel. 
Counter. (See Plate 3.) That ])art of a vessel between the bottom of 

the stern nnd the wing-transom and buttock. 
Counter -t iw.bcrs :\xc <\\o\\ timbers put in to strengthen tlie counter. 
To counter-brace yards, is to brace the head-yards one way and the 

after-yard s a n ot be r . 
Courses. The common term for the sails that hang from a ship's lower 

yards. The foresail is ca ed the fore course and the mainsail 

ihe main course. 



104 DICTIONARY OF SEA TERMS. 

Cranes. Pieces of iron or timber at the vessel's sides, used to stow 
boats or spars upon. A machine used at a wharf for hoisting. 

Crank. The condition of a vessel when she is inclined to lean over a 
great deal and cannot bear much sail. This may be owing to 
lier construction or to her stowage. 

Creeper. An iron instrument, like a |,rapnell, with four claws, used for 
dragging the bottom of a harbor or river, to find anything lost. 

Cringle. A short piece of rope with each end spliced into the bolt-rope 
of a sail, confining an iron ring or thimble. 

Cross-bars. Round bars of iron, bent at each end, used as levers to 
turn the shank of an anchor. 

Cross-chocks. Pieces of timber fayed across the dead-wood amidships, 
to make good the deficiency of the heels of the lower futtocks. 

Cross-jack. (Pronounced croj-jack.) The cross-jack yard is the lower 
yard on the mizzen mast. (See Plate 1.) 

Cross-pawls. Pieces of timber that keep a vessel together while in her 
frames. 

Cross-piece. A piece of timber connecting two bitts. 

C ROSS-SPA les. Pieces of timber placed across a vessel, and nailed to 
the frames, to keep the sides together until the knees are bolted. 

Cross-trees. (See Plate 1.) Pieces of oak supported by the cheeks 
and trestle -trees, at the mast-heads, to sustain the tops on the 
lower mast, and to spread the topgallant rigging at the topmast- 
head. 

Crow-foot. A number of small lines rove through the uvrou to sus- 
pend an awning by. 

Crown of an anchor, is the place where the arms are joined to the shank. 
To croicn a knot, is to pass the strands over and under each other 
above the knot. (See Plate 5, page 46.) 

Crutch. A knee or piece of knee-timber, placed inside of a vessel, to 
secure the heels of the cant-timbers abaft. Also, the chock upon 
which the spanker-boom rests when the sail is not set. 

Cuckold's Neck. A knot by which a rope is secured to a spar, the two 
parts of the rope cro"^ssing each other, and seized together. 

Cuddy. A cabin in the fore part of a boat. 

CuNTLiNE. The space between the bilges of two casks, stowed side by 
side. Where one cask is set upon the cuntline between two 
others, they are stov/ed hVge and cuntline. 

Cut-water. The foremost part of a vessel's prow, which projects for- 
ward of the bows. 

Cutter. A small boat. Also, a kind of sloop. 

Dagger . A piece of timber crossing all the puppets of the bilge-ways 

to keep them together. 
Dap^s-er-knees. Knees placed obliouely, to avoid a port. 
Davits. Pieces of timber or iron, with sneaves or blocks at their ends, 

projecting over a vessel's sides or stern, to hoist boats up to. Also, 

a spar with a roller or sheave at its end, used for fishing the 

anchor, called ^Jisk-davit. 
Dead-eye. A circular block of wood, with three holes through it, for 

the lanyards of rigging to reeve through, without sheaves, and 

with a groove round it for an iron strap. (See page 59.) 
Dead-flat. One of the bends, amidships. 

Dead-lights. Ports placed in the cabin windows in bad weather. 
Dead Reckoning. A reckoning kept by observing a vessel's courses arJ 

distances by the log, to ascertain her position. 



DICTIONARY OF SEA TERMS. 105 

Dead-rising, or Rising-line. Those parts of a vessel's floor, throughout 
her whole length, where the floor-timber is terminated upon the 
lower futtock. 

DEiiD-wATER. The eddy under a vessel's counter. 

Dead-wood. Blocks of timber, laid upon each end of the keel, where 
the vessel narrows. 

Deck. The planked floor of a vessel, resting upon her beams. 

Deck-stopper. A stopper used for securing the cable forward of the 
windlass or capstan, while it is overhauled. (See Stopper.) 

DeeI'-sea-lead. (Pronounced dipsey.) (See page 17.) The lead used 
in sounding at great depths. 

Departure. The eastirig or westing made by a vessel. The bearing of 
an object on the coast from which a vessel commences her dead 
reckoning. 

Derrick. A single spar, supported by stays and guys, to which a pur- 
chase is attached, used to unload vessels, and for hoisting. 

Dog. a short iron bar, with a fang or teeth at one end, and a ring at the 
other. Used for a purchase, the fang being placed against a 
beam or knee, and the block of a tackle hooked to the ring. 

Dog-vane. a small vane, made of feathers or buntin, to show the di- 
rection of the wind. 

DoG-WATCHEs. Half watchcs of two hours each, from 4 to 6, and from 
6 to 8, P. M. (See Watch.) 

Dolphin. A rope or strap round a mast to support the puddening, where 
the lower yards rest in the slings. Also, a spar or buoy with a 
large ring in it, secured to an anchor, to which vessels may bend 
their cables. 

Dolphin-striker. The martingale. (See Plate 1.) 

Douse. To lower suddenly. 

DowELLiNG. A method of coaking, by letting pieces into the solid, or 
uniting two pieces together by tenons. 

DowNHAUL. A rope used to haul down jibs, staysails, and studdingsails. 

Dr ABLER. A piece of canvass laced to the bonnet of a sail, to give it 
more drop. 

Drag. A machine with a bag net, used for dragging on the bottom for 
anything lost. 

Draught. The depth of water which a vessel requires to float her. 

Draw. A sail draws when it is filled by the wind. 

To drazo a jib, is to shift it over the stay to leeward, when it is 
aback. 

Drifts. Those pieces in the sheer-draught where the rails are cut off*. 

Drive. To scud before a gale, or to drift in a current. 

Driver. A spanker. 

Drop. The depth of a sail, from head to foot, amidships. 

Drum-head. The top of the capstan. 

Dub. To reduce the end of a timber. 

Duck. A kind of cloth, lighter and finer than canvass ; used for small 
sails. 

Dunnage. Loose wood or other matters, placed on the bottom of the 
hold, above the ballast, to stow cargo upon. 

Earing. A rope attached to the cringle of a sail, by which it is b^nt or 

reefed. 
Eiking. a piece of wood fitted to make good a deficiency in length. 
Elbow. Two crosses in a hawse. (See page S9.) 
Escutcheon. The part of a vessel's stern where her name is written. 
EvEN-KEEL. The situation of a vessel when she is so triimnt>i that she 



106 DICTIONARY OF SEA TERMS. 

sits evenly upon the water, neither end being down more than 
the other. 
EuvROu. A piece of wood, by which the legs of the crow-foot to an 

a-^ming are extended. (SeeUvROu.) 
Eve. The circular part of a shroud or stay, where it goes over a mast. 

Eye-holt. A long iron bar, having an eye at one end, driven through 
a vessel's deck or side into a timber or beam, with the eye re- 
maining out, to hook a tackle to. If there is a ring through this 
eye, it is called a ring-holt. 

An Eye-splice is a certain kind of splice made with the end of a 
rope. (See Plate 5 and page 45.) 

Eyelet-hole. A hole made in a sail for a cringle or roband to go 
through. 

Ttie Eyes of a vessel. A familiar phrase for the forward part. 

Face-pieces. Pieces of wood wrought on the fore part of the knee of 
the head. 

Facing. Letting one piece of timber into another with a rabbet. 

Fag. a rope is fagged when the end is untwisted. 

Fair-leader. A strip of board or plank, with holes in it, for running 
rigging to lead through. Also, a block or thimble used for the 
same purpose. 

Fake. One of the circles or rings made in coiling a rope. 

Fall. That part of a tackle to which the power is applied in hoisting. 

False Keel. Pieces of timber secured under the main keel of vessels. 

Fancy-line. A line rove through a block at the jaws of a gaff, used as a 
downhaul. Also, a line used for cross-hauling the lee topping-lift. 

Fashion-pieces. The aftermost timbers, terminating the breadth and 
forming the shape of the stern. 

Fast. A rope by which a vessel is secured to a wharf. There are how 
or head, hreast, quarter, and stern fasts. 

Fathom. Six feet. 

Feather. To feather an oar in rowing, is to turn the blade horizontally 
with the top aft as it comes out of the water. 

Feather-edged. Planks which have one side thicker than another. 

Fenders. Pieces of rope or wood hung over the side of a vessel or boat, 
to protect it from chafing. The fenders of a neat boat are usu- 
ally made of canvass and stuffed. 

Fid. a block of wood or iron, placed through the hole in the heel of a 
mast, and resting on the trestle-trees of the mast below. This 
supports the mast. Also, a wooden pin, tapered, used in splic- 
ing large ropes, in opening e^'es, &c. 

Fiddle-block. A long shell, having one sheave over the other, and the 
lower smaller than the upper. 

Fiddle-head. (See Head.) 

Fife-rail. The rail going round a mast. 

Figure-head. A carved head or full-length figure, over the cut-water. 

Fillings. Pieces of timber used to make the curve fair for the mould- 
ings, between the edges of the fish-front and the sides of the 
mast. 

Filler. (See Made Mast.) 

Finishing. Carved ornaments of the quarter-galley, below the second 
counter, and above the upper lights. 

Fish. To raise the flukes of an anchor upon the gunwale. Also, to 
strengthen a spar when sprung or weakened, by putting in or 
fastening on another piece. 
Fish-front, Eishes-sides. (See Made Mast.) 



DICTIONARY OF SEA TERMS. 137 

FisH-DAviT. The davit used for fishing an anchor. 

Fish-hook. A hook with a pennant, to the end of which the fish-tackle 

is hooked. 
Fish-tackle. The tackle used for fishing an anchor. 
Flare. When the vessel's sides go out i'ronri the perpendicular. In op- 
position to falling -home or lumblinff -in. 
Flat. A sheet is said to be haided^a^, when it is hauled down close. 

Flat-aback, wlien a sail is blown with its after surface against the 

mast. 
Fleet. To come up a tackle and draw the blocks apart, for another pull, 

after they have been hauled two-hlocks. 
Fleet ho ! The order given at such times. Also, to shift the ix)- 

sition of a block or fall, so as to haul to more advantage. 
Flemish Coil. (See French-fake.) 

Flemish-eye. A kind of eye-splice. (See Plate 5 and page 45.) 
Flemish-horse. An additional foot-rope at the ends of topsail yards. 
Floor. The bottom of a vessel, on each side of the keelson. 
Floor Timbers. Those timbers of a vessel which are placed across the 

keel. (See Plate 3.) 
Flowing Sheet. When a vessel has the wind free, and the lee clews 

eased off. 
Flukes. The broad triangular plates at the extremity of the arms of an 

anchor, terminating in a point called the bill. 
Fly. That part of a flag which extends from the Union to the extreme 

end. (See Union.) 
Foot. The lower end of a mast or sail. (See Fore-foot.) 
Foot-rope. The rope stretching along a yard, upon which men stand 

when reefing or furling, formerly called horses. 
FooT-wALiNG. The inside planks or lining of a vessel, over the floor- 
timbers. 
Fore. Used to distinguish the forward part of a vessel, or things in that 

direction ; as, ./are mast, fore hatch, in opposition to aft or after. 
Fore-anu-aft. Lengthwise with the vessel. In opposition to athwart- 

ships. (See Sails.) 
Forecastle. That part of the upper deck forward of the fore mast ; or, 

as some say, forward of the after part of the fore channels. 

(See Plate 1.) Also, the forward part of the vessel, under the 

deck, where the sailors live, in merchant vessels. 
Fore-foot. A piece of timber at the forward extremity of the keel. 

upon wliich the lower end of the stem rests. (See Plate 3.) 
Fore-ganger. A short piece of rope grafted on a harpoon, to which the 

line is bent. 
Fore-lock. A flat piece of iron, driven through the end of a bolt, to 

prevent its drawing. 
Fore Mast. The forward mast of all vessels. (See Plate 1.) 
Forereach. To shoot ahead, especially when going in stays. 
Fore-runner. A piece of rag, terminating the stray- line of the log- 
line. 
Forge. To forge ahead, to shoot abend ; a«, in coming to anchor, alter 

the sails are furled. (See Fokeiieach.) 
Formers. Pieces of wood used for shaping eartridq-es ov wads. 
Fother, or Fodder. To draw a sail, lilleil with oakum, under a vessel's 

bottom, in order to stop a leak. 
Foul. The term for the opposite of clear. 
Foul Anchor. When the cable has a turn round the anchor. 
Foul Hawse. When the two cables are crossed or Iwisteil, outside the 

stem. 



108 DICTIONARY OF SEA TERMS. 

Founder. A -vessel founders, when she fills with water and sinks. 

Fox. (See page 52.) Made by twisting together two or more rope- 
yarns. 
A Spanish fox is made by untwisting a single yam and laying it 
up the contrary way. 

Frap. To pass ropes round a sail to keep it from blowing loose. Also, 
to draw ropes round a vessel which is weakened, to keep her 
together. 

Free. A vessel is going /ree, when she has a fair wind and her yards 
braced in. A vessel is said to he free, when the water has been 
pumped out of her. 

Freshen. To relieve a rope, by moving its place ; as, to freshen the nip 
of a stay, is to shift it, so as to prevent its chafing through. 
To freshen ballast, is to alter its position. 

Frej^ch-fake. To coil a rope with each fake outside of the other, 
beginning in the middle. If there are to be riding fakes, they 
begin outside and go in ; and so on. This is called a Flemish 
coil. 

FuLL-AND-BY. Sailing close-hauled on a wind. 

Full-and-hy! The order given to the man at tlie helm to keep 
the sails full and at the same time close to the wind. 

Furl. To roll a sail up snugly on a yard or boom, and secure it. 

FuTTOCK-PLATEs. Iroii platcs crossing the sides of the top-rim perpen- 
dicularly. The dead-eyes of the topmast rigging are fitted to 
their upper ends, and the futtock- shrouds to their lower ends. 

FuTTOCK-SHROUDs. Short shrouds, leading from the lower ends of the 
futtock-plates to a bend round the lower mast, just below the 
top. 

FuTTOCK-sTAFF. A short piece of wood or iron, seized across the upper 
part of the rigging, to which the catharpin legs are secured. 

FuTTOCK-TiMBERs. (See Plate 3.) Those timbers between the floor 
and naval timbers, and the top -timbers. There are two — the 
lower, which is over the floor, and the middle, which is over the 
naval timber. The naval timber is sometimes called the ground 
futtock. 

Gaff. A spar, to which the head of a fore-and-aft sail is benl. (See 

Plate 1.) 
Gaff-topsail. A light sail set over a gaff, the foot being spread by it. 
Gage. The depth of water of a vessel. Also, her position as to another 

vessel, as having the weather or lee gage» 
Galley. The place where the cooking is done. 
Gallows-bitts. a strong frame raised amidships, to support spare 

spars, &c., in port. 
Gammoning. (See Plate 1.) The lashing by which the bowsprit is 

secured to the cut-water. 
Gang-casks. Small casks, used for bringing water on board in boats. 
Gangway. (See Plate 1.) That part of a vessel's side, amidships, 

where people pass in and out of the vessel. 
Gantline. (See Girtline.) 
Gabboard-streak. (See Plate 3.) The range of planks next the 

keel, on each side. 
Garland. A large rope, strap or grommet, lashed to a spar when hoist- 
ing It inboard. 
Garnet. A purchase on the main stay, for hoisting cargo. 



DICTIONARY Of SEA TERMS. 109 

Gaskets. Ropes or pieces of plated stuff, ased to secure a sail to the 
yard or boom when it is furled, I'hcy are called a burU, quar- 
ter, or yard-arm gasket, according io their position on the yard. 

GiMBLET. To turn an anchor round by its stock. To turn anything 
round on its end. 

Girt. The situation of a vessel when her cables are too taut. 

GiRTLiNE. A rope rove through a single block aloft, making a whip 
purchase. Commonly used to hoist rigging by, in fitting it. 

Give way ! An order to men in a boat to pull with more force, or to 
begin pulling. The same as, Lay out on your oars ! or, Lay 
out! 

Glut. A piece of canvass sewed into the centre of a sail near the head. 
It has an eyelet-hole in the middle for the bunt-jigger or becket 
to go through. 

GoB-LiNE, or Gaub-line. a rope leading from the martingale inboard. 
The same as hack-rope. 

GooDGEON. (See Gudgeon.) 

Goose-neck. An iron ring fitted to the end of a yard or boom, for vari- 
ous purposes. 

GoosE-wiNGED. The situation of a course when the buntlines and lee 
clew are hauled up, and the weather clew down. 

Gores. The angles at one or both ends of such cloths as increase the 
breadth or depth of a sail. 

GoRiNG-cLOTHs. Picccs cut obUqucly and put in to add to the breadth 
of a sail. 

Grafting. (See page 52.) A manner of covering a rope by weaving 
together yarns. 

Grains. An iron with four or more barbed points to it, used for striking 
small fish. 

Grapnel. A small anchor with several claws, used to secure boats. 

Grappling Irons. Crooked irons, used to seize and hold fast another 
vessel. 

Grating. Open lattice v/ork of wood. Used principally to cover hatches 
in good weather. 

Greave To clean a ship's bottom by burning. 

Gripe. The outside timber of the fore-foot, under water, fastened to the 
lower stem-piece. (See Plate 3.) A vessel gripes when she 
tends to come up into the wind. 

Gripes. Bars of iron, witli lanyards, rings and clews, by which a large 
boat is lashed to the ring-bolts of the deck. Those for a quarter- 
boat are made of long strips of matting, going round her and set 
taut by a lanyard. 

Grommet. (Sec Plate 5 and page 46.) A ring formed of rope, by 
laying round a single strand. 

Ground Tackle. General term tor anchors, cables, warps, springs, &c. 
everything used in securing a vessel at anchor. 

Ground-tier. The lowest tier of casks in a vessel's hold. 

Guess-warp, or Guess-rope. A rope fastened to a vessel or wharf, and 
used to tow a boat by; or lo haul it out to the swinging-boom- 
end, when in port. 

Gun-tackle Purchase. A p'.irchasc made hy two siui^le blocks. (See 
page 54.) 

Gunwale. (Pronounced i>-H?7-?/r/.) The u])por r;iil of :i boat or vessel. 

Guy. a rope attiichinur to anything to strady it, and bear it one way and 
another in hoisting. 

Gybe. (Pronounced j'i7;c.) To shift over the loom oi' a (oro-and-aft sail. 



110 DICTIONARY OF SEA TERM3. 

Hail. To speak or call to another vessel, or to men in a different part 

of a ship. 
Halyards. Ropes or tackles used for hoisting and loweriog yards, 

gaffsj and sails. 
Half-hitch. (See Plate 5 and page 48.) 

Hammock. A piece of canvass, hung at each end, in which seamen sleep. 
Hand. To hand vl sail is io furl il. 
Bear-a-hand; make haste. 
Ijend-a-hand ; assist. 
Hand-over-hand ; hauling rapidly on a rope, by putting one hand 

before the other alternately. 
H AMD- LEAD. (See page 17.) A small lead, used for sounding in rivers 

and harbors. 
Handsomely. Slowly, carefully. Used for an order, as, "Lower hand- 
somely ! " 
Handspike. A long wooden bar, used for heaving at the windlass. 
Handy Billy. A watch-tackle. 
Hanks. Rings or hoops of wood, rope, or iron, round a slay, and seized 

to the luff of a fore-and-aft sail. 
Harpings. The fore part of the wales, which encompass the bows of a 

vessel, and are fastened to the stem. (See Plate 3.) 
Harpoon. A spear used for striking whales and other fish. 
Hatch, or Hatchway. An opening in the deck to afford a passage up 

and down. The coverings over these openings are also called 

hatches. 
Hatch-bar is an iron bar going across the hatches to keep them 

down. 
Haul. Haul her 2cind, said of a vessel when she comes up close upon 

the wind. 
Hawse. The situation of the cables before a vessel's stem, when moored. 

Also, the distance upon the water a little in advance of the stem; 

as, a vessel sails athwart the haicse. or anchors in the hawse of 

another. 
Open haiDse. When a vessel rides by two anchors, without any 

cross in her cables. 
Hawse-hole. The hole in the bows through which the cable runs. 
Hawse-pieces. Timbers through which the hawse-holes are cut. 
Hawse-block. a block of wood fitted into a hawse-hole at sea. 
Hawser. A large rope used for various purposes, as warping, for a 

spring, &c. 
Hawser-laid, or Cable-laid rope, is rope laid with nine strands 

against the sun. (See Plate .5 and page 43.) 
Haze. A term for punishing a man by keeping him unnecessarily at 

work upon disagreeable or difficult duty. 
Head. The work at the prow of a vessel. If it is a carved figure, it is 

cdW^di ?i figure-head ; if simple carved work, bending over and 

out, a billet-head ; and if bending in, like the head of a violin, a 

Jld die-head. Also, the upper end of a mast, called a mast-head. 

(See By-the-head. See Fast,) 
Head-ledges. Thwartship pieces that frame the hatchways. 
Head-sails. A general name given to all sails that set forward of the 

fore-mast. 
Heart. A block of wood in the shape of a heart, for stays to reeve 

through. 
Hea.rt-yarns. The centre yarns of a strand. 
iIeave short. To heave in on the cable until the vessel is nearly over 

her anchor. 



DICTIONARY OF SEA TERMS. Ill 

Heave-to. To put a vessel in the position of lying-to. (Sec Lie-to.) 
Heave in Stays. To g-o a?jout in lacking. 

Heaver. A short wooden bar, tapering at each end. Used as a pur- 
chase. 
Heel. The after part of the keel. Also, the lower end of a mast or 

boom. Also, the lower end of the stern-post. 
To heel, is to lie over on one side. 
Heeling. The square part of the lower end of a mast, througli which 

the fid-hole is made. 
Helm. The machinery by which a vessel is steered, including the rtid- 

der, tiller, wheel, &c. Applied more particularly, perhaps, to 

the tiller. 
Helm-port. The hole in the counter through which the rudder head 

passes. 
Helm-port-transom. A piece of timber placed across the lower coun- 
ter, inside, at the height of the helm-port, and bolted through 

every timber, for the security of that port. (See Plate 3.) 
High and Dry. The situation of a vessel when she is aground, above 

water mark. 
Hitch. A peculiar manner of fastening ropes. (See Plate 5 and 

page 48.) 
Hog. a flat, rough broom, used for scrubbing the bottom of a vessel. 
Hogged. The state of a vessel when, by any strain, she is made to 

droop at each end, bringing her centre up. 
Hold. The interior of a vessel, where the cargo is stowed. 
Hold water. To stop the progress of a boat by keeping the oar-blades 

in the water. 
Holy-stone. A large stone, used for cleaning a ship's decks. 
Home. The sheets of a sail are said to be home, when the clews are 

hauled chock out to the sheave-holes. An anchor comes home 

when it is loosened from the ground and is hove in toward the 

vessel. 
Hood. A covering for a companion hatch, skylight, &c. 
Hood-ends, or Hooding-ends, or Whooden-ends. Those ends of the 

planks which fit into the rabbets of the stem or stern-post. 
Hook -and- Butt. The scarfing, or laying the ends of timbers over each 

other. 
Horns. The jaws of booms. Also, the ends of cross-trees. 
Horse. (See Foot-rope.) 
Hounds. Those projections at the mast-head serving as shoulders for 

the top or treslle-trees to rest upon. 
House. To hnu^^e a mast, is to lower it about half its length, and secure 

it by lashing its heel to the mnst below. (See page 37.) 

To house a gun, is to run it in clear of the port and secure it. 

Housing, or House-line. (Pronounced houzr-Iin.) A small cord 

made of three small yarns, and used for seizings. 
Hull. The body of a vessel. (See A-iu'lt..) 

In-and-out. A term sometimes used for the scanlline of the timbers, 
the moulding way, and particularly for those bolts that are iiriven 
into the hanging and lodging Uncos, ihrcMigh the sides, whii-n 
are called in-and-out bolts. 

Inner-post. A ]>icco brought on at the Aut^ siilc of the inain-})ost, and 
generally continmui as high as the wing-transom, to seat the 
other transoms upon. 

Irons. A ship is said to be in ivon.^, when, in wi rking. ; ho will not cast 
one way or the other. 



112 DICTIONARY OF SEA TERMS. 

Jack. A common term for the jack-cross-trees. (See Union.) 
Jack-block. A block used in sending topgallant masts up and down. 
Jack-cross-trees. (See Plate 1.) Iron cross-trees at the head of 

long topgallant masts. 
Jack-staff. A short staff, raised at the bowsprit cap, upon which the 

Union Jack is hoisted. 
Jack-stays. Ropes stretched taut along a yard to bend the head of the 

sail to. Also, long strips of wood or iron, used now for the 

same purpose. 
Jack-screw, A purchase, used for stowing cotton. 
Jacob's Ladder. A ladder made of rope, with wooden steps. 
Jaws. The inner ends of booms or gaffs, hollowed in. 
Jeers. Tackles for hoisting the lower yards. 
Jewel-blocks. Single blocks at the yard-arms, through which the stud- 

dingsail halyards lead. 
Jib. (See Plate 2.) A triangular sail set on a stay, forward. 

Flying- -jib sets outside of the jib ; and the jib-o^-jib outside of 

that. 
Jib-boom. (See Plate 1.) The boom, rigged out beyond the bowsprit, 

to which the tack of the jib is lashed. 
Jigger. A small tackle, used about decks or aloft. 
Jolly-boat. A small boat, usually hoisted at the stern. 
Junk. Condemned rope, cut up and used for making mats, swabs, oak- 
um, &c. 
Jury-mast. A temporary mast, rigged at sea, in place of one lost. 

Keckling. Old rope wound round cables, to keep them from chafing. 

(See Rounding.) 
Kedge. A small anchor, with an iron stock, used for warping. 

To kedere, is to warp a vessel ahead by a kedge and hawser. 
Keel. (See Plate 3.) The lowest and principal timber of a vessel, 

running fore-and-aft its whole length, and supporting the whole 

frame. It is composed of several pieces, placed lengthwise, and 

scarfed and bolted together. (See False Keel.) 
Keel-haul. To haul a man under a vessel's bottom, by ropes at the 

yard-arms on each side. Formerly practised as a punishment 

in ships of war. 
Keelson. (See Plate 3.) A timber placed over the keel on the floor- 
timbers, and running parallel with it. 
Kentledge. Pig-iron ballast, laid each side of the keelson. 
Kevel, or Cavil. A strong piece of wood, bolted to some timber or 

stanchion, used for belaying large ropes to. 
Kevel-heads. Timb.er-heads, used as kevels. 
Kink. A twist in a roi>e. 
Knees. (See Plate 3.) Crooked pieces of timber, having two arms, 

used to connect the beams of a vessel with her timbers. (See 

Dagger.) 
Lodgins^ -knees ^ are placed horizontally, having one arm bolted to 

a beam, and the other across two of the timbers. 
Knee of the head, is placed forward of the stem, and supports 

the figure-head. 
Knight-heads, or Bollard-timbers. The timbers next the stem on 

each side, and continued high enougl to form a support for the 

bowsprit. (See Plate 3.) 
Knittles, or Nettles. (See page 51.) The halves of two adjoining 

yarns in a rope, twisted up together, for pointing or grafting. 

Also, small line used for seizings and for hammock-clews. 



DICTIONARY OF SEA TEEMS. 113 

Knock-off ! An order to leave ofT work. 

Knot. A division on the log-line, answcrirg to a mile of distance. 
(See page 17.) 

Labor. A vessel is said to labor when she rolls or pitches heavily. 

Lacing. Rope used to lash a sail to a gaff" or a bonnet to a sail. Also, 
a piece of compass or knee timber, fayed to the back of the fig- 
ure-head and tne knee of the head, and bolted to each. 

Land-fall. The making land after being at sea. 

A good land-fall, is when a vessel makes the land as intended. 

Land ho ! The cry used when land is first seen. 

Lanyards. Ropes rove through dead-eyes for setting up rigging. Also, 
a rope made fast to anything to secure it, or as a handle, is called 
a lanyard. 

Larboard. The left side of a vessel, looking forward. 

Larbowlines. The familiar term for the men in the larboard watch. 

Large. A vessel is said to be going large, when she has the wind free. 

Latchings. Loops on the head rope of a bonnet, by which it is laced to 
the foot of the sail. 

Launch. A large boat. The Long-boat. 

Launch ho ! High enough ! 

Lay. To come or to go; as, Lay aloft! Lay forward! Lay aft ! 
Also, the direction in which the strands of a rope are twisted; 
as, from left to right, or from right to left. 

Leach, (See Leech.) 

Leachline. a rope used for hauling up the leach of a sail. 

f EAD. A piece of Icod, in the shape of a cone or pyramid, with a small 
hole at the 1 nse, and a line attached to the" upper end, used for 
sounding. (See Hand-lead, Deep-sea-lead.) 

Leading-wind. A ftur wind. More particularly applied to a wind abeam 
or quartering. 

Leak. A hole or breach in a vessel, at which the water comes in. 

Ledges. Small pieces of timber placed alhwart-ships under the decks 
of a vessel, lictween the beams. 

Lee. The side opposite to that from which the wind blows; as, if a 
vessel has tlie wind on her starboard side, that will be the 
weather, and the larboard will be the lee side. 
A lee shore is the shore upon which the wind is blowing. 
Under the lee of anything, is when you have that between you and 

the wind. 
By the lee. The situation of a vessel, going free, when she lias 
fallen ofT so much as to bring the wind round her stern, and 'to 
lake her suils aback on the other side. 

Lee-board. A board fitted to the lee side of llat-bottomcd boats, to pre- 
vent their drifting to leeward. 

Lee-gage. (See Gage.) 

Leeway. What a vessel loses mr drifting to leeward. When sailing 
close-hauled with all sail set, a vessel should make no leeway. 
a^ the topgallant sails are furled, it is customary to allow one 
point; under close-reefed topsails, two })oints ; when under one 
close-reefed sail, four or five points. 

Leech, or Leach. The border or edge of a sail, at the siiles. 

Leefange. An iron bar, upon whiidi the sheets of fore-and-at't sails 
traverse. Also, a rope rove throuL;h tiie cringle of a sail which 
has a bonnet to it, for hauling in. so as to l;ue on tiie bonntt. 
Not much used. 

Leeward. (Pronounced lu-ard.) The lee side. In a direction op}>osit€ 

10=^ 



114 DICTIONARY OF SEA. TERMS. 

to that from which the wind blows, which is called windward. 
The opposite of lee is iceather^ and of leeward is windward } 
the two first being adjecti'ves. 

Lie-to, is to stop the progress of a vessel at sea, either by counter- 
bracing the yards, or by reducing sail so that she will make little 
or no headway, but will merely come to and fall off by the 
counteraction of the sails and helm. 

Life-lines. Ropes carried along yards, booms, &c., or at any part of 
the vessel, for men to hold on by. 

Lift. A rope or tackle, going from the yard-arms to the mast-head, to 
support and move the yard. Also, a term applied to the sails 
when the wind strikes them on the leeches and raises them 
slightly. 

Light. To move or lift anything along; as, to ^^ Light out to wind- 
ward !" that is, haul the sail over to windward. The light sails 
are all above the topsails, also the studdingsails and flying jib. 

Lighter. A large boat, used in loading and unloading vessels. 

Limbers, or Limber -holes. Holes cut in the lower part of the floor- 
timbers, next the keelson, forming a passage for the water fore- 
and-aft. 
Limber-hoards are placed over the limbers, and are movable. 
Limber-rope. A rope rove fore-and-aft through the limbers, to 

clear them if necessary. 
Limber-streak. The streak of foot-waling nearest the keelson. 

List. The inclination of a vessel to one side ; as, a list to port, or a 
list to starboard. 

Lizard. A piece of rope, sometimes with two legs, and one or more 
iron thimbles spliced into it. It is used for various purposes. 
One with two legs, and a thimble to each, is often made fast to 
the topsail tye. for the buntlines to reeve through. A single one 
is sometimes used on the swii]ging-boom topping-lift. 

Locker. A chest or box, to stow anything away in. 
Chain-locker. Where the chain cables are kept. 
Boatswain's locker. Where tools and small stuff for working upon 
rigging are kept. 

Log, or Log-eook. A journal kept by the chief ofRcer, in which the sit- 
uation of the vessel, winds, weather, courses, distances, and 
ever^'thing of importance that occurs, is noted down. 
Log. A line with a piece of board, called the log-chip, attached 
to it, wound upon a reel, and used for ascertaining the ship's rate 
t)f sailing. (See page 17.) 

Long-boat. The largest boat in a merchant vessel. When at sea, it 
is carried between the fore and main masts. 

Loggers. The longest casks, stowed next the keelson. 

Long-timbers. Timbers in the cant-bodies, reaching from the dead-wood 
to the head of the second futtock. 

LooF. That part of a vessel where the planks begin to bend as thev 
approach the stern. 

Loom. That part of an oar which is within the row-lock. Also, to 
appear above the surface of the water ; to appear larger than 
nature, as in a fog. 

Lubber's Hole, A hole in the top, next the mast. 

Luff. To put the helm so as to bring the ship up nearer to the wind. 

Spring-a-liijf .' Keep your Iv^'I &c. OrG"»rs to luff. Also, the 
roundest part of a vessel's bow. Also, the forward leech of 
fore-and-aft sails. 



DICTIONARY OF SEA TERMS. 115 

LuFF-TAcxLE. A purchase composed of a double and single block. 
(See page 54.) 
Luf-upon-laff. A luff tackle applied to the fall of another. 
Lugger." A small vessel carrymg lug-sails. 

Lug-sail. A sail used in boats and small vessels, bent to a yard 
which hangs obliquely to the mast. 
Lurch. The sudden rolling oi a vessel to one side. 
Lying-to. (See Lie-to.) 

Made. A made mast or block is one composed of different pieces. A 

ship's lower mast is a made spar, her topmast is a whole spar. 
Mall, or Wavl. (Pronounced maiDl.) A heavy iron hammer used in 

driving bolts. (See Top-maul.) 
Mallet. A small maul, made of wood; as, cauUdng-mallet ; also, 

serving-mallet, used in putting service on a rope. 
Manger. A coaming just within the hawse hole. Not much in use. 
Man-ropes. Ropes used in going up and down a vessel's side. 
Marl. To wind or twist a small line or rope round another. 
Marline. (Pronounced mar-lin.) Small two-stranded stuff, used for 

marling. A finer kind of spunyarn. 
Marling-hitch. a kind of hitch used in marling. 
Marlingspike. An iron pin, sharpened at one end, and having a hole 

in the other for a lanyard. Used both as a fid and a heaver. 
Marry. To join ropes together by a worming over both. 
Martingale. A short, perpendicular spar, under the bowsprit-end, used 

for guying down the head-stays. (See Dolphin-striker.) 
Mast. A spar set upright from the deck, to support rigging, yards and 

sails. Masts are whole or made. 
Mat. Made of strands of old rope, and used to prevent chafing. 
Mate. An officer under the master. 
Maul. (See Mall.) 

Mend. To mend service, is to add more to it. 
Meshes. The places between the lines of a netting. 
Mess. Any number of men who eat or lodge together. 
Messenger. A rope used for heaving in a cable by the capstan. 
Midships. The timbers at the broadest part of the vessel. (See A311D- 

ships.) 
Miss-stays. To fail of going about from one tack to another. (See 

page 74.) 
Mizzen-mast. The aftermost mast of a ship. (See Plate 1.) The 

spanker is sometimes called the mizzcn. 
Monkey Block. A small single block strapped with a swivel. 
MooN-SAiL. A small sail sometimes carried in light winds, above a 

sky sail. 
Moor. To secure by two anchors. (See page SS.) 
Mortice. A morticed block is one made out of a whole block of wood 

with a hole cut in it for the sheave ; in distinction from a viade 

block. (See page 53.) 
Moulds. The patterns i)y which the frames oi^ a vessel are worked out. 
Mouse. To put turns of rope yarn or spunyarn roimd tlie end of a hook 

and its standing part, when it is hooked to anything, so i: to 

prevent its slip})in2: out. 
Mousing. A knot or puddening, niaile of yarns, and ]ilacoil on the out- 
side of a rope. 
Muffle. Oars are ninfned by putting mats or canvass round their looms 

m the row- locks. 



116 DICTIONARY OF SEA TERMS. 

MuNiONs. The |ieces that separate the lights in the galleries. 

Naval Hoods, or Hawse Bolsters. Plank above and below the hawse- 
holes. 

Neap Tides. Low tides, coming at the middle of the moon's second and 
fourth quarters. (See Spring Tides.) 

Neaped, or Bene aped. The situation of a vessel when she is aground 
at the height of the spring tides. 

Near. Close to wind. "Near!" the order to the helmsman when he 
is too near the wind. 

Netting. Network of rope or small lines. Used for stowing away 
sails or hammocks. 

Nettles. (See Knittles.) 

NiNEPiN Block. A block in the form of a ninepin, used for a fair- 
leader in the rail. 

Nip. A short turn in a rope. 

Nippers. A number of yarns marled together, used to secure a cable 
to the messenger. 

Nock. The forward upper end of a sail that sets with a boom. 

Nun-buoy. A buoy tapering at each end. 

Nut. Projections on each side of the shank of an anchor, to secure the 
stock to its place. 

Oakum. StuiEf made by picking rope-yarns to pieces. Used for caulk 

ing, and other purposes. 
Oar. a long wooden instrument with a fiat blade at one end, used for 

propelling boats. 
Off-and-on. To stand on different tacks towards and from the land. 
Offing. Distance from the shore. 
Orlop. The lower deck of a ship of the line ; or that on which the 

cables are stowed. 
Out-haul. A rope used for hauling out the clew of a boom sail. 
Out-rigger. A spar rigged out to windward from the tops or cross- 
trees, to spread the breast-backstays. (See page 25.) 
Overhaul. To overhaul a tackle^ is to let go the fall and pull on the 

leading parts so as to separate the blocks. 
To overhaul a rope, is generally to pull a part through a block so 

as to make slack. 
To overhaul riggings is to examine it. 
Over-rake. Said of heavy seas which come over a vessel's head 

when she is at anchor, head to the sea. 



Painter. A rope attached to the bows of a boat, used for making her 

fast. 
Palm. A piece of leather fitted over the hand, with an iron for the head 

01^ a needle to press against in sewing upon canvass. Also, the 

fluke of an anchor. 
Panch. (See Paunch.) 
Parbuckle. To hoist or lower a spar or cask by single ropes passed 

round it. 
Parcel. (See page 44.) To wind tarred canvass, (called parcelling,) 

round a rope. 
Parcelling. (See Parcel.) 

Parliament-heel. The situation of a vessel when she is careened. 
Parral. The rope by which a yaj 1 is confined to a mast at its centre. 
Fart. To break a rope. 



DICTIONARY OF SEA TERMS. 117 

Partners. A frame-work of short timber fitted to the hole in a deckj 

to receive the heel of a mast or pump, &c. 
Pazaree. a rope attached to the clew of the foresail and rove through 

a block on the swinging boom. Used for guying the clews out 

when before the wind. 
Paunch Mat. A thick mat, placed at the slings of a yard or else- 
where. 
Pawl. A short bar of iron, which prevents the capstan or windlass from 

turning back. 
To pawl, is to drop a pawl and secure the windlass or capstan. 
Pay-off. When a vessel's head falls off from the wind. 
To pay. To cover over with tar or pitch. 
To pay out. To slack up on a cable and let it run out. 
Peak. The upper outer corner of a gaff-sail. 
Peak. (See A-peak.) 

A stay-peak is when the cable and fore stay form aline. 

A skori stay-peak is when the cable is too much in to form this 

line. 
Pendant, or Pennant. A long narrow piece of bunting, carried at the 

mast-head. 
Broad pennant^ is a square piece, carried in the same way, in a 

commodore's vessel. 
Pennant. A rope to which a purchase is hooked. A long strap 

fitted at one end to a yard or mast-head, with a hook or blocK 

at the other end, for a brace to reeve through, or to hook a 

tackle to. 
Pillow. A block which supports the inner end of the bowsprit. 
Pin. The axis on which a sheave turns. Also, a short piece of wood or 

iron to belay ropes to. 
Pink-stern. A high, narrow stern. 

Pinnace. A boat, in size between the launch and a cutter. 
Pintle. A metal bolt, used for hanging a rudder. 
Pitch. A resin taken from pine, and used for filling up the seams of a 

vessel. 
Planks. Thick, strong boards, used for covering the sides and decks of 

vessels. 
Plat. A braid of foxes. (See Fox.) 
Plate. (See Chain-plate.) 
Plug. A piece of wood, fitted into a hole in a vessel or boat, so as to let 

in or keep out water. 
Point. To take the end of a rope and work it over with knittles. (See 

page 51. See Reef-points.) 
Pole. Applied to the highest mast of a ship, usually painted; as, sky- 
sail pole. 
Poop. A deck raided over the after part of the spar deck. A vessel is 

pooped when the sea breaks over her stern. 
Poppets. Perpendicular pieces of timber fixed to the fore-and-aft part 

of the bilge-ways in launching. 
Port. Used instead of larboard. 

To port the helm, is .o put it to the larboard. 
Pcrt, or Port-hole. Ho1?s in the side of a vessel, to point cannon out 

of. (See Bridle.) 
PoRTOisE. The gunwale. The yards are a-portoise when they rest on 

the giuiwale. 
PoRT-siLLR. (See Sills.) 

Preventer, An additional rope or spar, used as n support. 
Prick. A quantity of spunyarn or rope laid close up together. 



118 LICTIONARY OF SEA TERMS. 

Pricker. A small marlinspike, used in sail-making. It generally has 

a wooden handle. 
Puddening. A quantity of yarns^ matting or oakum, used to prevent 

chafing. 
Pump-brake. Tiie ha..dle to the pump. 

Purchase. A mechanical power which increases the force applied. 
To purchase^ is to raise by a purchase. 

Quarter. The part of a vessel's side between the after part of the 
main chains and the stern. The quarter of a yard is between 
the slings and the yard-arm. 
The wind is said to be quarterirg, when it blows in a line between 
that of the keel and the beam and abaft the latter. 

Q,uarter-block. A block fitted under the quarters of a yard on each 
side the slings, lor the clewlines and sheets to reeve through. 

Quarter-deck. That part of the upper deck abaft the main-mast. 

Quarter-master. A petty officer in a man-of-war, who attends the 
helm and binnacle at sea, and watches for signals, &c., when in 
port. 

Quick-work. That part of a vessel's side which is above the chain- 
wales and decks. So called in ship-building. 

Quilting. A coating about a vessel, outside, formed of ropes woven 
together. 

Quoin. A wooden wedge for the breech of a gun to rest upon. 

Race. A strong, rippling tide. 

Rack. To seize two ropes together, with cross-turns. Also, a fair- 
leader for running rigging. 
Rack-block. A course of blocks made from one piece of wood, for fair- 
leaders. 
Rake. The inclination of a mast from the perpendicular. 
Ramline. a line used in mast-making to get a straight middle line on 

a spar. 
Range of Cable. A quantity of cable, more or less, placed in order for 

letting go the anchor or paying out. 
Ratlines. (Pronounced rat-lins.) Lines running across the shrouds, 

horizontally, like the rounds of a ladder, and used to step upon 

in going aloft. 
Rattle down Rigging. To put ratlines upon rigging. It is still called 

rattling doicn, though they are now rattled up ; beginning at the 

lowest. (See page 23.) 
Razee. A vessel of war which has had one deck cut down. 
Reef. To reduce a sail by taking in U23on its head, if a square sail, and 

its foot, if a fore-and-aft sail. 
Reef-band. A band of stout canvass sewed on the sail across, with 

points in it, and earings at each end for reefing. 
A reef is all of the sail that is comprehended between the head 

of the sail and the first reef-band, or between two reef-bands. 
Reef-tackle. A tackle used to haul the middle of each leech up 

toward the yard, so that the sail may be easily reefed. 
Reeve. To pass the end of a rope through a block, or any aperture. 
Relieving Tackle. A tackle hooked to the tiller in a gale of wind, to steer 

by in case anything should happen to the wheel or tiller-ropes. 
Render. To pass a rope through a place. A rope is said to render or 

not, according as it sroes freely through any place. 
Rib-bands. Long, narrow, flexible pieces of timber nailed to the outside 

of the ribsj so as to encompass the vessel lengthwise. 



DICTIONARY OF SEA TERMS. 119 

Ribs. A figurative term for a vessel's limbers. 

Ride at anchor. To lie at anchor. Also, to bend or bear down by 

main strength and weight; as, to ride down the main lack. 
Riders. Interior timbers placed occasionally opposite the principal ones, 

to which they are bolted, reaching from the keelson to the beams 

of the lower deck. Also, casks forming the second tier in a 

vessel's hold. 
Rigging. The general term for all the ropes of a vessel. (See Running, 

Standing.) Also, the common term for the shrouds with their 

ratlines ; as, the main rig-gin^^ mizzcn rigging", &c. 
Right. To right the helm, is to put it amidships. 
Rim. The edge of a top. 
Ring. The iron ring at the upper end of an anchor, to which the cable 

is bent. 
Ring-bolt. An eye-bolt with a ring through the eye. (See Eye-bolt.) 
Ring-tail. A small sail, shaped like a jib, set abaft the spanker in light 

winds. 
Roach. A curve in the foot of a square sail, by which the clew^s are 

brought below the middle of the foot. The roach of a fore-and- 
aft sail is in its forward leech. 
Road, or Roadstead. An anchorage at some distance from the shore. 
RoBANDS. (See Rope-bands.) 

Rolling Tackle. Tackles used to steady the yards in a heavy sea. 
Rombowline. Condemned canvass, rope, &c. 
Rope- bands, or Robands. Small pieces of two or three yarn spunyarn 

or marline, used to confine the head of the sail to the yard or gaff. 
Rope-yarn. A thread of hemp, or other stuff, of which a rope is made. 

(See page 43.) 
Rough-tree. An unfinished spar. 

Round in. To haul in on a rope, especially a weather-brace. 
Round up. To haul up on a tackle. 

Rounding. A service of rope, hove round a spar or larger rope. 
Rowlocks, or Rollocks. Places cut in the gunwale of a boat for the 

oar to rest in while pulling. 
Royal. A light sail next above a topgallant sail. (See Plate 2.) 
Royal Yard. The yard from which the royal is set. The fourth from 

the deck. (See Plate 1.) 
Rubber. A small instrument used to rub or flatten down the seams of a 

sail in sail-making. 
Rudder. The machine by which a vessel or boat is steered. 
Run. The after part of a vessel's bottom, which rises and -arrows m 

approaching the stern-post. 
Bij the run. To let go by the run, is to let go altogetner, instead 

of slacking off. 
Rung-heads. Tiie upper ends of the floor-timbers. 
Runner. A rope used to increase the power of a tackle. It is rove 

through a single block which you wish to bring down, and a 

tackle is hooked to each end, or to one end, the other being made 

fast. 
Running Rigging. The ropes that reeve through blocks, and are pulled 

and hauled, such as braces, halyards, &c. ; in opnosition to the 

standing rigging, the ends of which are securely seized, such 

as stays, shrouds, &c. (See page 13.) 

Saddles. Pieces of wood hollowed out to fit on the yards to which they 
are nailed, having a hollow in the upper part for the l)OiMn to 
rest in. 



120 DICTIONAPwY OF SEA TERMS. 

Sag. To sag to lecxard, is to drift off bodily to leeward. 

Sails are of two kinds : square sails, which hang from yards, their 

foot lying across the line of the keel, as the courses, topsails, 

&c. ; and fore-and-aft sails, which set upon gaffs, or on stays, 

their foot running with the line of the keel, as jib, spanker, &c. 
Sail ho ! The cry used when a sail is first discovered at sea. 
Save-all. A small sail sometimes set under the foot of a lower stud- 

dingsail. (See Water Sail.) 
Scantling. A term applied to any piece of timber, with regard to its 

breadth and thickness, when reduced to the standard size. 
Scarf. To join two pieces of timber at their ends by shaving them down 

and placing tnem over-lapping. 
Schooner. (See Plate 4.) A small vessel with two masts and no tops. 
A fore-and-aft schooner has only fore-and-aft sails. 
A topsail schooner carries a square fore topsail, and frequently, 

also, topgallant sail and royal. There are some schooners with 

three masts. They also have no tops. 
A main-topsail schooner is one that carries square topsails, fore 

and aft. 
Score. A groove in a block or dead-eye. 
Scotchman. A large batten placed over the turnings-in of rigging. (See 

Batten.) 
Scraper. A small, triangular iron instrument, with a handle fitted to 

its centre, and used for scraping decks and masts. 
ScROWL. A piece of timber bolted to the knees of the head, in place of a 

figure-head. 
Scud. To drive before a gale, with no sail, or only enough to keep the 

vessel ahead of the sea. Also, low, thin clouds that fiy swiftly 

before the wind. 
Scull. A short oar. 

To scull, is to impel a boat by one oar at the stern. 
Scuppers. Holes cut in the water-ways for the water to run from the 

decks. 
Scuttle. A hole cut in a vessel's deck, as, a hatchway. Also, a hole 

cut in any part of a vessel. 
To scuttle, is to cut or bore holes in a vessel to make her sink. 
Scuttle-eutt. (See Butt.) 

Seams. The intervals between planks in a vessel's deck or side. 
Seize. To fasten ropes together by turns of small stuff. 
Seizings. (See page 51.) The fastenings of ropes that are seized 

together. 
Selvagee. a skein of rope-yarns or spunyarn, marled together. Used 

as a neat strap. (See page 50.) 
Send. When a ship's head or stern pitches suddenly and violently into 

the trough of the sea. 
Sennit, or Sinnit. (See page 52.) A braid , formed by plaiting rope- 
yarns or spunyarn together. Straw, plaited in the same way for 

hats, is called sennit. 
Serve. (See page 44.) To wind small stuff, as rope-yarns, spunyarn, 

&c., round a rope, to keep it from chafing. It is wound and 

hove round taut by a serving-board or mallet. 
Service, is the stuff so wound round. 
Set. To set up rig-gin g, is to tauten it by tackles. The seizings are 

then put on afresh. 
Shackles. Links in a chain cable which are fitted with a movable bolt 

so that the chain can be separated. 



DICTIONARY OF SEA. TERMS. 121 

Shakes. The staves of hogsheads taken apart. 

Shank. The main piece in an anchor, at one end of which the stock is 

made fast, and at the other the arms. 
Shank-painter. A strong rope hy which the k)wer part of the shank 

of an anchor is secured to the ship's side. 
Sharp up. Said of yards when braced as near fore-and-aft as possible. 
Sheathing. A casing or covering on a vessel's bottom. 
Shears. Two or more spars, raised at angles and lashed together near 

their upper ends, used for taking in masts. (See page 52.) 
Shear Hulk. An old vessel fitted with shears, &c., and used for taking 

out and putting in the masts of other vessels. 
Sheave. The wheel in a block upon which the rope works. 

S/ieave-hole, the place cut in a block for the ropes to reeve through. 
Sheep-shank. A kind of hitch or bend, used to shorten a rope tem- 
porarily. (See Plate 5 and page 50.) 
Sheer, or Sheer-strake. The line of plank on a vessel's side, running 

fore-and-aft under the gunwale. Also, a vessel's position when 

riding by a single anchor. 
Sheet. A rope used in setting a sail, to keep the clew down to its place. 

With square sails, the sheets run through each yard-arm. With 

boom sails, they haul the boom over one way and another. 

They keep down the inner clew of a studdingsail and the after 

clew of a jib. (See Home.) 
Sheet Anchor. A vessel's largest anchor: not carried at the bow. 
Shell. The case of a block. 
Shingle. (See Ballast.) 
Ship. A vessel with three masts, with tops and yards to each. (See Plate 

4.) To enter on board a vessel. To fix anything in its place. 
Shiver. To shake the wind out of a sail by bracing it so that the wind 

strikes upon the leech. 
Shoe. A piece of wood used for the bill of an anchor to rest upon, to 

save the vessel's side. Also, for the heels of shears, &c. 
Shoe-block. A block with two sheaves, one above the other, the one 

horizontal and the other perpendicular. 
Shore. A prop or stanchion, placed under a beam. To shore, to prop up. 
Shrouds. A set of ropes reaching from the mast-heads to the vessel's 

sides, to support the masts. 
Sills. Pieces of timber put in horizontally between the frames to form 

and secure any o])oning ; as, for ports. 
Sister Block. A long piece of wood with two sheaves in it, one above 

the other, with a score between them for a seizing, and a groove 

around tbe block, lengthwise. 
Skids. Pieces of timber ])1ace(l up and down a vessel's side, to bear any 

articles off clear that are hoisted in. 
Skin. The part of a sail which is outside and covers the rest when it is 

furled. Also, familiarly, the sides of the hold ; as, an article is 

said to be stowed 7ic.vt the skin. 
Skysail. a light sail next above the royal. (See Plate 2.) 
Sky-scraper. A name given to Ji skysail when it is triangular. 
Slabline. a small line used to iiaul un the foot of a course. 
Slack. The part ol" a rope or sail that liangs down loose. 

S/(ick ui .v/r/j/?, said of a vessel wIumi she works slowly in tacking. 
Sleepers. The kn h\s that connect the transoms to the after timbers on 

the ship's ([uarter. 
Sling. To set a cask, soar, gun, or oilier article, in rojuvs. so as to pul 

on a tackle and lioist or lower it. 
Slings. The ropes used for securing the centre o( a yani to the mast. 

11 



122 DICTION art: of sea terms. 

Yard-sling-s are now made of iron. Also, a large rope fitted 

so as to go round any article which is to be hoisted or lowered. 
Slip. To let a cable go and stand out to sea. (See page 90.) 
Slip-rope. A rope bent to the cable just outside the hawse-hole, and 

brought in on the weather quarter, for slipping. (See page 90.) 
Sloop. A small vessel with one mast. (See Plate 4.) 
Sloop of War. A vessel of any rig, mounting between 18 and 32 guns. 
Slue. To turn anything round or over. 
Small Stuff. The term for spunyarn, marline, and the smallest kinds 

of rope, such as ratline-stuff, &c. 
Snake. To pass small stuff across a seizing, with marling hitches at 

the outer turns. 
Snatch-block. A single block, with an opening in its side below the 

sheave, or at the bottom, to receive the bight of a rope. 
Snotter. a rope going over a yard-arm, Avith an eye, used to bend a 

tripping-line to in sending down topgallant and royal yards in 

vessels of war. 
Snow. A kind of brig, formerly used. 
Snub. To check a rope suddenly. 
Snying. a term for a circular plank edgewise, to work in the bows oi a 

vessel. 
So ! An order to "vast hauling upon anything when it has come to its 

right position. 
Sole, A piece of timber fastened to the foot of the rudder, to make it 

level with the false keel. 
Sound. To get the depth of water by a lead and line. (See page 85.) 

The pumps are sounded by an iron sounding- rod, marked with 

a scale of feet and inches. 
Span. A rope with both ends made fast, for a purchase to be hooked to 

its bight. 
Spanker. The after sail of a ship or bark. It is a fore-and-aft sail, 

setting with a boom and gaff. (See Plate 2.) 
Spar. The general term for all masts, yards, booms, gaffs, &c. 
Spell. The common term for a portion of time given to any work. 
To spell, is to relieve another at his work. 

Spell ho ! An exclamation used as an order or request to be reliev- 
ed at work by another. 
Spencer. A fore-and-aft sail, set with a gaff and no boom, and hoisting 

from a small mast called a spencer-mast, just abaft the fore and 

main masts. (See Plates 2 and 4.) 
Spill. To shake the wind out of a sail by bracing it so that the wind 

may strike its leech and shiver it. 
Spilling Line. A rope used for spilling a sail. Rove in bad weather. 
Spindle. An iron pin upon which the capstan moves. Also, a piece of 

timber forming the diameter of a made mast. Also, any long 

pin or bar upon which anything revolves. 
Spirketing. The planks from the water-wavs to the port-sills. 
Splice. (See Plate 5 and page 44.) To join two ropes together by 

interweaving their strands. 
Spoon-drift. Water swept from the tops of the waves by the violence 

of the wind in a tempest, and driven along before it, covering 

the surface of the sea". 
Spray. An occasional sprinkling dashed from the top of a wave by the 

wind, or by its striking an object. 
Spring. To crack or split a mast. 

To spring a leak, is to begin to leak. 

To spring a luff, is to force a vesse. close to the wind, in sailing. 
Spbing-stay. A preventer-stay, to assist he regular one. (See Stay.) 



DICTIONARY OF SEA TERMS. 123 

Spring Tides. The highest and lowest course of tides, occurring- every 
new and full moon. 

Sprit. A small boom or gaff, used with some sails in small boats. The 
lower end rests in a becket or snotter by the foot of the mast, 
and the other end spreads and raises the outer upper comer of 
the sail, crossing- it diaj^onally. A sail so rigged in a boat 
is called a sprit-sail. 

Sprit-sail-yard. (See Plate .) A yard lashed across the bowsprit 
or knight-heads, and used to spread the guys of the jib and flying 
jib-boom. There was formerly a sail bent to it called a sprit-sail. 

Spunyarn. (See page 44.) A cord formed by twisting together two 
or three rope-yarns. 

Spurling I/Ine. a line communicating between the tiller and tell-tale. 

Spurs. Pieces of timber fixed on the bilge-ways, their upper ends being 
bolted to the vessel's sides above the water. Also, curved 
jjieces of timber, serving as half beams, to support the decks 
where whole beams cannot be placed. 

Spur-skoes. Large pieces of timber that come abaft the pump- well. 

Square. Yards are squared v/hen they are horizontal and at right 
angles Avith the keel. Squaring by the lifts makes them horizon- 
tal ; and by the braces, makes them at right angles with the 
vessel's line. Also, the proper term for the length of yards. A 
vessel has square yards when her yards are unusually long. A sail 
is said to be very square on the head when it is long on the head. 
To square a yard, in working ship, means to bring it in square by 
the braces. 

Square-sail. A temporary sail, set at the fore-mast of a schooner or 
sloop when going before the wind. (See Sail.) 

Stabber. a Pricker. 

Staff. A pole or mast, used to hoist flags upon. 

Stanchions. (See Plate 3.) Upright posts of wood or iron, placed 
so as to support the beams of a vessel. Also, upright pieces of 
timber, placed at intervals along the sides of a vessel, to support 
the bulwarks and rail, and reaching down to the bends, by the 
side of the timbers, to which they are bolted. Also, anyiixed, 
upright support; as to an awning, or for the man-ropes. 

Stand by ! An order to be prepared. 

Standard. An inverted knee, placed above the deck instead of beneath 
it; 3.S, bitt-standard, &ic. 

Standing. The standing- part of a rope is that part which is fast, in 
opposition to the part that is hauled upon ; or the main part, in 
opposition to the end. 
The standing- part of a tackle is that part which is made fast to 
the blocks and between that and the next sheave, in opposition 
to the hauling and leading parts. 

Standing Rigging. (Sec pni,^e 13.) That i)art of a vessel's rigging 
which is m;ide fast and not hauled upon. (See Running.) 

Starboard. The riglit side of a vessel, looking forward. 

Starbowlines. The familiar term for the men in the starboard watch.. 

Start. To start a cas/i\ is to o})en it. 

Stay. To tack a vessel, or put her about, so that the wind, from being or\ 
one side, is brought upon the other, round the vessel's heaii. 
(See Tack, Wear.) 
To stay a mast, is to incline it forwanl or aft, or to one side or the 
other, by the stays and backstays. Thus, a mast is said to bo 
stayed too much forwanl or aft, or too much to port, &c. 

Stays. I^arge ropes, used to sup]u)rt masts, and leading from the head 
of some mast down to some other mast, or to son\e pi?rt o\' th«» 



124 DICTIONARY OF SEA TERMS. 

vessel. Those which lead forward are caXied fore-and-aft stays f 
and those which lead down to the vessel's sides, backstays, 
(See Backstays.) 
In stays, or hove in stays, the situation of a vessel when she is 
staying", or going about from one tack to the other. 

Staysail. A sail which hoists upon a stay. 

Steady ! An order to keep the helm as it is. 

Steerage. That part of tne between-decks which is just forward of the 
cabin. 

Stkeve. a bowsprit sleeves more or less, according as it is raised more 
or less from the horizontal. 
The steeve is the angle it makes with the horizon. Also, a long, 
heavy spar, with a place to fit a block at one end, and used in 
stowing certain kinds of cargo, which need be driven in close. 

Stem. (See Plate 3.) A piece of timber reaching from the forward 
end of the keel, to which it is scarfed, up to the bowsprit, and to 
which the two sides of the vessel are united. 

Stem SON. A piece of compass-timber, fixed on the after part of the 
apron mside. The lower end is scarfed into the keelson, and 
receives the scarf of the stem, through which it is bolted. 

Step. A block of wood secured to the keel, into which the heel of the 
mast is placed. 
To step a mast, is to put it in its step. 

Stern. (See Plate 3.) The after end of a vessel. (See By the stern.) 

Stern-board. The motion of a vessel when going stern foremost. 

Stern-frame. The frame composed of the stern-post transom and the 
fashion-pieces. 

Stern-post. (See Plate 3.) The aftermost timber in a ship, reaching 
from the after end of the keel to the deck. The stem and stern- 
post are the two extremes of a vessel's frame. 
Inner stern-post. A post on the inside, corresponding to the stern- 
post. 

Stern-sheets. The after part of a boat, abaft the rowers, where the 
passengers sit. 

Stiff. The quality of a vessel which enables it to carry a great deal of 
sail without lying over much on her side. The opposite to crank. 

Stirrups. Ropes with thmibles at their ends, through which the foot- 
ropes are rove, and by which they are kept up toward the yards. 

Stock. A beam of wood, or a bar of iron, secured to the upper end of 
the shank of an anchor, at right angles with the arms. An iron 
stock usually goes with a key, and unships. 

Stocks. The frame upon which a vessel is built. 

Stools. Small channels for the dead-eyes of the backstays. 

Stopper. A stout rope with a knot at one end, and sometimes a hook at 
the other, used for various purposes about decks ; as, making fast 
a cable, so as to overhaul. (See Cat Stopper, Deck Stopper.) 

Stopper Bolts. Ring-bolts to which the deck stoppers are secured. 

Stop. A fastening of smail stuff. Also, small projections on the outside 
of the cheeks of a loAver mast, at the upper parts of the hounds. 

Vprand. (See page 43.) A number of rope-yarns twisted together. 
Three, four or nine strands twisted together form a rope. 
A rope is stranded when one of its strands is parted or broken by 

chafing or by a strain. 
A vessel is stranded when she is driven on shore. 

Strap. A piece of rope spliced round a block to keep its parts well 
together. Some blocks have iron straps, in which case they are 
called iron bound. 



DICTIONARY OF SEA TERMS. 125 

Streak, or Strake. A range of planks running fore and aft on a 

vessel's side. 
Stream. The stream anchor is one used for warping, &c., and sometimes 

as a lighter anchor to moor by, with a hawser. It is smaller 

than the bowers, and larger than the hedges. 
To stream a buoy, is to drop it into the water. 
Stretchers, Pieces of wood placed across a boat's bottom, inside, for 

the oarsmen to press their feet against, in rowing. Also, cross 

pieces placed between a boat's sides to keep them apart when 

noisted up and griped. 
Strike. To lower a sail or colors. 
Studdingsails. (See Plate 2.) Light sails set outside the square sails, 

on booms rigged out for that purpose. They are only carried 

with a fair wind and in moderate weather. 
Sued, or Sewed. The condition of a ship when she is high and dry on 

shore. If the water leaves her two feet, she sues, or is sued, 

two feet. 
Supporters. The knee-timbers under the cat-heads. 
Surf. The breaking of the sea upon the shore. 
Surge. A large, swelling wave. 

To surg-e a rope or cable, is to slack it up suddenly where it ren- 
ders round a pin, or round the windlass or capstan. 
Surg-e ho ! The notice given when a cable is to be surged. 
Swab. A mop, formed of old rope, used for cleaning and drying decks. 
Sweep. To drag the bottom for an anchor. Also, large oars, used in 

small vessels to force them ahead. 
Swift. To bring tv^o shrouds or stays close together by ropes. 
Swifter. The forward shroud to a lower-mast. Also, ropes used to 

confine the capstan bars to their places when shipped. 
Swig. A term used by sailors for the mode of hauling ofi' upon the bighl 

of a rope when its lower end is fast. 
Swivel. A long link of iron, used in chain cables, miade so as to turn 

upon an axis and keep the turns out of a chain. 
Syphering. Lapping the edges of planks over each other for a bulk- 
head. 

Tabling. Letting one beam-piece into another. (See Scarfing.) Also, 

the broad hern on the borders of sails, to which the bolt-rope is 

sewed. 
Tack. To put a ship about, so that from having the wind on one side, 

you bring it round on the other by the way of her head. The 

opposite of wearing. 
A vessel is on the starboard iacJ:, or has her starboard tacks or* 

board, when she has the wind on her starboard side. 
The rope or tackle by which the weather clewof a course is hauli(t 

forward and down to the deck. 
The tack of a fore-and-aft sail is the rope that keeps down the 

lower forward clew ; and of a studdingsail, the lower outer clew. 

The tack of the lower studdingsail is called the outhaul. 

Also, that part of a sail to whicli ihe tack is attached. 
Tackle. (Pronounced tay-clc.) A })urchase, A»rmod by a rope rove 

through one or more blocks, 
Taffrail, or Tafferel. The rail round a ship's stern. 
Tail. A rope spliced into the end of a Idock and useil for making it favl 

to rigging or spars, Sucli a block is called a tail-block. 
A ship is said to /(/// up or down strt\nn. when at anchor, arcordini: 

as her stern swings up or down with the tulc : in opposition ti» 

11^ 



126 DICTIONARY OF SEA TERMS. 

heading one way or another, which is said of a vessel when 
under way. 

Tail-tackle. A watch-tackle. (See page 54.) 

Tail on ! or Tally on ! An order given to take hold of a rope and 
pull. 

Tank. An iron \essel placed in the hold to contain the vessel's water. 

Tar. a liquid gum, taken from pine and fir trees, and used for caulking, 
and to put upon yarns in rope-making, and upon standing rig- 
ging, to protect it'from the weather. 

Tarpaulin. A piece of canvass, covered with tar, used for covering 
hatches, boats, &c. Also, the name commonly given to a sailor's 
hat when made of tarred or painted cloth. 

Taut. Tight. 

Taunt. High or tall. Commonly applied to a vessel's masts. 

All-a-taunt-o. Said of a vessel when she has all her light and 
tall masts and spars aloft. 

Tell tale. A compass hanging from the beams of the cabin, by which 
the heading of a vessel mav be known at any time. Also, an 
instrument connected with (he barrel of the wheel, and travers- 
ing so that the officer may see the position of the tiller. 

Tend. To watch a vessel at anchor at the turn of tides, and cast her by 
the helm, and some sail if necessar}', so as to keep turns out of 
her cables. 

Tenon. The heel of a mast, made to fit into the step. 

Thick-and-thin Block. A block having one sheave larger than the 
other. Sometimes used for (quarter-blocks. 

Thiimble. An iron ring, having its rim concave on the outside for a rope 
or strap to fit snugly round. 

Thole-pins. Pins in the gunwale of a boat, between vrhich an oar rests 
when pulling, instead of a rowlock. 

Throat. The inner end of a gaff, where it widens and hollows in to fit 
the mast. (See Jaws.) Also, the hollow part of a knee. 
The throat brails, halyards. &c., are those that hoist or haul up 
the gaff or sail near the throat. Also, the angle where the arm 
of an anchor is joined to the shank. 

Thrum. To stick short strands of 3'arn through a mat or piece of can- 
vass, to make a rough surface. 

Thwarts. The seats going across a boat, upon which the oarsmen sit. 

Thwartships. (See Athwartships.) 

Tide. To tide up or down a river or harbor, is to work up or down with 
a fair tide and head wind or calm, coming to anchor when the 
tide turns. 

Tide-rode. The situation of a vessel, at anchor, when she swings by 
the force of the tide. In opposition to icind-rode. 

Tier. A range of casks. Also, the range of the fakes of a cable or 
hawser. 
The cable tier is the place in a hold or between decks where the 
cables are stowed. 

Tiller. A bar of wood or iron, put into the head of the rudder, by which 
the rudder is moved. 

Tiller-ropes. Ropes leading from the tiller-head round the barrel 
of the wheel, by which a vessel is steered. 

Timber. ^ A general term for all large pieces of wood used in ship-build- 
ing. Also, more particularly, long pieces of wood in a curved 
form, bending outward, and running from the keel up, on each 
side, forming the ribs of a vessel. The keel, stem, stern-posts 
and timbers form a vessel's outer fram?. (See Plate 3.) 



DICTIONARY OF SEA TERMS. 127 

Timber-heads. (See Plate 3.) The ends of the timbers that come 

above the decks. Used for belaying hawsers and lar^e ropes. 
TiMENOGUY. A rope carried taut between different parts of the vessel, 

to prevent the sheet or tack of a course from getting foul, in 

working ship. 
Toggle. A pin placed through the bight or eye of a rope, block-strap, 

or bolt, to keep it in its place, or to put the bight or eye of 

another rope upon, and thus to secure them both together. 
ToMPioN. A bung or plug placed in the mouth of a cannon. 
Top. a platform, placed over the head of a lower mast, resting on the 

trestle-trees, to spread the rigging, and for the convenience of 

men aloft. (See Plate 1.) 
Td top up a yard or boom, is to raise up one end of it by hoisting 

on the lift. 
Top-block. A large iron-bound block, hooked into a bolt under the 

lower cap, and used for the top-rope to reeve through in sending 

up and down topmasts. 
Top-light. A signal lantern carried in the top. 
Top-lining. A lining on the after part of sails, to prevent them from 

chafing against the top-rim. 
Topmast. (See Plate 1.) The second mast above the deck. Next 

above the lower mast. 
Topgallant Mast. (See Plate 1.) The third mast above the deck. 
Top-ROPE. The rope used for sending topmasts up and down. 
Topsail. (See Plate 2.) The second sail above the deck. 
Topgallant Sail. (See Plate 2.) The third sail above the deck. 
ToppiNG-LiFT. (See Plate ].) A lift used for topping up the end of a 

boom. 
Top Timbers. The highest timbers on a vessel's side, being above the 

futtocks. (See Plate 3.) 
Toss. To throw an oar out of the rowlock, and raise it perpendicularly 

on its end, and lay it down in the boat, with its blade forward. 
• Touch. A sail is said to touchy when the wind strikes the leech so as 

to shake it a little. 
Lvff and touch her! The order to bring the vessel up and see 

how near she will go to the wind. 
Tow. To draw a vessel along by means of a rope. 
Train-tackle. The tackle used for running guns in and out. 
Transoms. (See Plate 3.) Pieces of timber going acros the stem-post, 

to which they are bolted. 
Transom-knees. Knees bolted to the transoms and after timbers. 
Traveller. An iron ring, fitted so as to slip up and down a rope. 
Treenails, or Trunnels. Long wooden pins, used for nailing a plank 

to a timber. 
Trend. The lower end of the shank of an anchor, being the same dis- 
tance on the shank from the throat that tl\e arm measures from 

the throat to the hill. 
Trestle-trees. Two strong pieces of timber, placed horizontally and 

fore-and-aft on opposite sides of a mast-head, to support the 

cross-trees and top, and for the fid of the mast above to rest 

upon. 
Triatic Stay. A rope secured at each end to the heads of the fore and 

main masts, with thimbles spliced into its bight, to hook the 

stay tackles to. 
Trice. To haul up by means of a rope. 
Trick. The time allotted to a man to stand at t)ie lielm. 



128 DICTIONARY OF SEA TERMS. 

Tbim. The condition of a vessel, with reference to her cargo and ballast. 
A vessel is trimmed by the head or by the stern. 
In ballast trim, is when she has only ballast on board. 
Also, to arrange the sails by the braces with reference to the 
wind. 

Trip. To raise an anchor clear of the bottom. 

Tripping Line. A line used for tripping a topgallant or royal yard 
in sending it down. 

Truck. A circular piece of wood, placed at the head of the highest 
mast on a ship. It has small holes or sheaves in it for signal 
halyards to be rove through. Also, the wheel of a gun-carriage. 

Trunnions. The arms on each side of a cannon by which it rests upon 
the carriage, and on which, as an axis, it is elevated or depressed. 

Truss. The rope by which the centre of a lower yard is kept in toward 
the mast. 

Trysail. A fore-and-aft sail, set with a boom and gaff, and hoisting on 
a small mast abaft the lower mast, called a trysail-mast. This 
name is generally confined to the sail so carried at the main- 
mast of a full-rigged brig ; those carried at the foremast and at 
the mainmast of a ship or bark being called spencers, and those 
that are at the mizzenmast of a ship or bark, spankers. 

Tumbling home. Said of a ship's sides when they fall in above the 
bends. The opposite of wall- sided. 

Turn. Passing a rope once or twice round a pin or kevel, to keep it fast. 
Also, two crosses in a cable. 
To turn in or turn out, nautical terms for going to rest in a berth 

or hammock, and getting up from them. 
Turn up ! The order given to send the men up fror^ between 
decks. 

TvE. A rope connected with a yard, to the other end of which a tackle is 
attached for hoisting. 

Unbend. To cast off or untie. (See Bend.) 

Union. The upper inner corner of an ensign. The rest of the flag is 

called ihejlij. The union of the U. S. ensign is a blue field 

with white stars, and the Jly is composed of alternate white and 

red stripes. 
Union-doion. The situation of a flag when it is hoisted upside 

down, bringing the union down instead of up. Used as a signal 

of distress. 
Union-jack. A small flag, containing only the union, without the 

fly, usually hoisted at the bowsprit-cap. 
[Jnmoor.^ To heave up one anchor so that the vessel may ride at a 

single anchor. (See Moor.) 
Unship. (See Ship.) 
UvROu. (See Euvrou.) 

Vane. A fly worn at the mast-head, made of feathers or buntine, trav- 
ersing on a spindle, to show the direction of the wind. (See 
Dog Vane.) 

Vang. (See Plate 1.) A rope leading from the peak of the gaff of a 
fore-and-aft sail to the rail on each side, and used for steadying 
the gaff. 

*Vast. (See Avast.) 

Veer. Said of the wind when it changes. Also, to slack a cable and 
let it run out. (See Pay.^ 



DICTIONARY OF SEA TERMS, l^l 

To veer and haul^ is to haul and slack alternately on a rope, as ir 
warping, until the vessel or boat g-ets headway. 
Viol, or Voyal. A larger messenger sometimes used in weighing au 
anchor by a capstan. Also, the block through which the mes- 
senger passes. 

Waist. That part of the upper deck between the quarter-deck and 
forecastle. 
Waisters. Green hands, or broken-down seamen, placed in the 
waist of a man-of-war. 

Wake. The track or path a ship leaves behind her in the water. 

Wales. Strong planks in a vessel's sides, running her whole len^h 
fore and aft. 

Wall. A knot put on the end of a rope. (See Plate 5 and page 46.) 

Wall-sided. A vessel is icall-sided when her sides run up perpendicu- 
larly from the bends. In opposition to tumbling home or Jlaring 
out. 

Ward-room. The room in a vessel of war in which the commissioned 
officers live. 

Ware, or Wear. To turn a vessel round, so that, from having the wind 
on one side, you bring it upon the other, carrying her stern round 
by the wind. In tacking^ the same result is produced by carry- 
ing a vessel's head round by the wind. 

Warp. To move a vessel from one place to another by means of a rojie 
made fast to some fixed object, or to a kedge. 
A warp is a rope used for warping. If the warp is bent to a kedge 
which is let go, and the vessel is hove ahead by the capstan or 
windlass, it would be called hedging. 

Wash-boards. Light pieces of board placed above the gunwale of a boat. 

Watch. (See page 167.) A division of time on board ship. There 
are seven watches in a day, reckoning from 12 M. round through 
the 24 hours, five of them being of four hours each, and the two 
others, called dog umiches, of two hours each, viz., from 4 to 6, 
and from 6 to 8, P. M. (See Dog Watch.) Also, a certain 
portion of a ship's company, appointed to stand a given length 
of time. In the merchant service all hands are divided into two 
watches, larboard and starboard, with a mate to command each. 
A buoy is said to watck when it lloats on the surface. 

Watch-and-watch. The arrangement by which the watches are alter- 
nated every other four hours. In distinction from keeping all 
hands during one or more watches. (See page 167 ) 
Anchor watch, a small watch of one or two men, kept while in port. 

Watch ho ! Watch ! The cry of the man that heaves the deep-sea- 
lead. 

Watch-tackle. (See page 54.) A small luff purchase with a short 
fall, the double block having a tail to it, and the single one a 
hook. Used for various purposes about docks. 

Water Sail. A save-all, sot under tho swinging-boom. 

Water-ways. Long pieces of timber, running fore and aft on bot'n 
sides, connecting the deck with the vossol's sides. The scuppers 
are made through them to let the water off. (See Plate 3.) 

Wear. (See Ware.) 

Weather. In the direction from which tho wind blows. (See Wind- 
ward, Lee.) 
A ship carries a weather helm when she tends to come up into the 
Avind, requiring you to ]wi tho holm up. 



130 DICTIONARY OF SEA TERMS. 

Weather gage. A vessel has the weather gage of another when 

she is to windward of her. 
A weatherly ship, is one that works well to windward, making but 

little leeway. 
Weather-bitt, To take an additional turn with a cable round the 

windlass-end. 
Weather Roll. The roll which a ship makes to windward. 
Weigh. To lift up ; as, to weigh an anchor or a mast. 
Wheel. The instrument by which a ship is steered ; being a barrel, 

(round which the tiller-ropes go.) and a wheel with spokes. 
Whip. (See page 54.) A purchase formed by a rope rove through a 

single block. 
To whip, is to hoist by a whip. Also, to secure the end of a rope 

from fagging by a seizing of twine. 
Whip-upon-ichip'. One whip applied to the fall of another. 
Winch. A purchase formed by a horizontal spindle or shaft with a 

wheel or crank at the end. A small one with a wheel is used 

for making ropes or spunyarn. 
Windlass. The machine used in merchant vessels to v/eigh the an- 
chor by. 
WiND-RODE. The situation of a vessel at anchor when she swings and 

rides b^' the force of the wind, instead of the tide or current. 

(See TiDE-RODE.) 
Wing. That part of the hold or between-decks which is next the side. 
Wingers. Casks stowed in the wings of a vessel. 
WiNG-AND-wiNG. The situation of a fore-and-aft vessel when she is 

going dead before the wind, with her foresail hauled over on 

one side and her mainsail on the other. 
Withe, or Wythe. An iron instrument fitted on the end of a boom or 

mast, with a ring to it, through which another boom or mast is 

rigged out and secured. 
WooLD. To wind a piece of rope round a spar, or other thing. 
Work up. To draw the yarns from old rigging and make them into 

spunyarn, foxes, sennit, &c. Also, a phrase for keeping a crew 

constantly at work upon needless matters, and in all weathers, 

and beyond their usual hours, for punishment. 
Worm. (See page 44.) To fill up between the lays of a rope with 

small stuff wound round spirally. Stuff so wound round is 

called worming. 
Wring. To bend or strain a mast by setting the rigging up too taut. 
Wring-eolts. Bolts that secure the planks to the timbers. 
Wring-staves. Strong pieces of plank used with the wring-bolts. 

Yacht. (Pronounced yot,) A vessel of pleasure or state. 

Yard. (See Plate 1.) A long piece of timber, tapering slightly toward 
the ends, and hung by the centre to a mast, to spread the square 
sails upon. 

Yard-arm. The extremities of a yard. 

Yard-arm and yard-arm. The situation of two vessels, lying along- 
side one another, so near that their yard-arms cross or touch. 

Yarn. (See Rope-yarn.) 

Yaw. The motion of a vessel when she goes off from her course. 

Yeoman. A man employed in a vesse. of war to tf^ke charge of a store- 
room ; as, boatswain's yeoman the man ttiat has charge of the 
stores, of rigging, &c. 

Yoke. A piece of wood placed across the head of a boat's rudder, with 
a rope attached to each end, by which the boat is steered. i 



PART 11. 

CHAPTER I. 

THE MASTER. 

Beginning of the voyage. Shipping the crew. Outfit. Provisions. 
Watches. Navigation. Log-book. Observations. Working ship. 
Day's work. Discipline. 

In the third part of this work, it will be seen that the ship- 
master is a person to whom, both by the general marine law 
of all commercial nations and by the special statutes of the 
United States, great powers are confided, and upon whom 
heavy responsibilities rest. The shipmaster will find there 
what are his legal rights, duties and remedies as to owner, 
ship and crew, and the various requirements as to the papers 
with which he is to furnish his ship, and the observances of 
revenue and other regulations. 

It is proposed to give here, rather more, perhaps, for the in- 
formation of others than of the master himself, the ordinary 
and every-day duties of his office, and the customs which long 
usage has made almost as binding as laws. 

There is a great difference in different ports, and among the 
various owners, as to the part the master is to take in sup- 
plying and manning the vessel. In many cases, the owner 
puts on board all the stores for the ship's use and for the 
crew, and gives the master particular directions, sometimes 
in writing, as to the manner in which he is to dispense 
them. These directions are more or less liberal, according 
to the character of the owner; and, in some cases, ihe dis- 
pensing of the stores is left to the master's discretion. In 
other instances, the master makes out an invonloiy of all 
the stores he thinks it expodicMit to have put on board, aiul 
they are accordingly supplied by the owner's order. 



132 THE MASTER. 

In the manner of shipping the crew, there is as great a dif- 
ference as in that of providing the stores. Usually, the whole 
thing is left to shipping-masters, who are paid so much a 
head for each of the crew, and are responsible for their ap- 
pearance on board at the time of sailing. When this plan 
is adopted, neither the master nor owner, except by accident, 
knows anything of the crew before the vessel goes to sea. 
The shipping-master opens the articles at his office, procures 
the men, sees that they sign in due form, pays them their ad- 
vance, takes care that they, or others in their place, are on 
board at the time of sailing, and sends in a bill for the whole 
to the owner. In other cases, the master selects his crew, 
and occasionally the owner does it, if he has been at sea him- 
self and understands seamen ; though a shipping-master is 
still employed, to see them on board, and for other purposes. 
In the ordinary course of short voyages, where crews are 
shipped frequently, and there is not much motive for making 
a selection, the procuring a crew may be left entirely to the 
agency of a faithful shipping-master ; but upon long voyages, 
the comfort and success of which may depend much upon the 
character of a crew, the master or owner should interest 
himself to select able-bodied and respectable men, to explain 
to them the nature and length of the voyage they are going 
upon, what clothing they will want, and the work that will 
be required of them, and should see that they have proper 
and sufficient accommodations and provisions for their com- 
fort. The master or owner should also, though this duty is 
often neglected, go to the forecastle and see that it is cleaned 
out, whitewashed, or painted, put in a proper habitable 
condition, and furnished with every reasonable conveni- 
ence. It would seem best that the master should have 
something to do with the selection of the provisions for his 
men, as he will usually be more interested in securing their 
good-will and comfort than the owner would be. 

By the master or owner's thus interesting himself for the 
crew, a great deal of misunderstanding, complaint, and ill- 
will maybe avoided, and the beginning, at least, of the voyage 
be made under good auspices. 

Unless the master is also supercargo, his duties, before sail- 



THE MASTER. 133 

mg, are mostly confined to looking after the outfit of the ves- 
sel, and seeing that she is in sea order. 

Everything being in readiness, the customhouse and other 
regulations complied with, and the crew on board, the vessel is 
put under the charge of the pilot to be carried out clear of the 
land. While the pilot is on board, the master has little else to 
do than to see that everything is in order, and that tht* com- 
mands of the pilot are executed. As soon as the pilot leaves 
the ship, the entire control and responsibility is thrown upon 
the master. When the vessel is well clear of the land, and 
things are put into some order, it is usual for the master to 
call all hands aft, and say something to them about the voy- 
age upon which they have entered. After this, the crew are 
divided into watches. The watches are the divisions of the 
crew into two equal portions. The periods of time occupied by 
each part of the crew, while on duty, are also called watches. 

There are two watches, — the larboard, commanded by the 
chief mate, and the starboard, by the second mate. The mas- 
ter himself stands no watch, but comes and goes at all times, 
as he chooses. The starboard is somethnes called the captain's 
watch, probably from the fact that in the early days of the 
service, when vessels were smaller, there was usually but one 
mate, and the master stood his own watch ; and now, in ves- 
sels which have no second mate, the master keeps the star- 
board watch. In dividing into watches, the master usually 
allows the officers to choose the men, one by one, alternately; 
but sometimes makes the division himself, upon consult- 
ing with his officers. The men are divided as equally as 
possible, with reference to their qualities as able seamen, or- 
dinary seamen, or boys, (as all green hands are called, what- 
ever their age may be ;) but if the number is unequal, the 
larboard watch has the odd one, since the chief mate does not 
go aloft and do other duty in his Avatch, as the second mate 
does in his. The cook always musters with the larboard 
watch, and the steward with the starboard. \( there is a car- 
penter, and the larboard watch is tbe hirgcst, he generally 
goes aloft with the starboard watch ; otherwise, with the hir- 
board. 

As soon as the division is made, if the day's work is over, 
12 



134 THE MASTER. 

one watch is set, and the other is sent below. Among the 
numerous customs of he ocean, which can hardly be accounted 
for, it is one that on t le first night of the outward passage the 
starboard watch shoull take the first four hours on deck, and on 
the first night of the homeward passage the larboard should 
do the same. The sailors explain this by the old phrase, that 
the master takes the ship out and the mate takes her home. 

The master takes the bearing and distance of the last point 
ot departure upon the land, and from that point the ship's 
reckoning begins, and is regularly kept in the log-book. The 
chief mate keeps the log-book, but the master examines and 
corrects the reckoning every day. The master also attends 
to the chronometer, and takes all the observations, with the 
assistance of his oflacers, if necessary. Every day, a few 
minutes before noon, if there is any prospect of being able to 
get the sun, the master comes upon deck with his quadrant or 
sextant, and the chief mate also usually takes his. The 
second mate does not, except upon a Sunday, or when there is 
no work going forward. As soon as the sun crosses the meri- 
dian, eight bells are struck, and a new sea day begins. The 
reckoning is then corrected by the observation, under the 
master's superintendence. 

The master also takes the lunar observations, usually with 
the assistance of both his officers ; in which case, the mas- 
ter takes the angle of the moon with the star or sun, the 
chief mate takes the altitude of the sun or star, and the second 
mate the altitude of the moon. 

In regulating the hours of duty and sleep, the meal times, 
the food, &c., the master has absolute power; yet the cus- 
toms are very nearly the same in all vessels. The hour of 
breakfast is seven bells in the morning, (half after seven,) 
dinner at noon, and supper whenever the day's work is over. 
If the voyage is a long one, the crew are usually put upon an 
allowance of bread, beef, and water. The dispensing of the 
stores and regulating of the allowance lies, of course, with 
the master, though the duty of opening the casks, weighing, 
measuring, fee, falls upon the second mate. The chief mate 
enters in the log-book every barrel or cask of provisions that 
is broached. The steward takes charge of all the provisions 



THE MASTER. 135 

for the use of th. cabin, and keeps them in the pantry, over 
which he has the direct control. The average of allowance, 
in merchant vessels, is six pounds of bread a week, and three 
quarts of water, and one pound and a half of beef, or one 
and a quartet of pork, a day, to each man. 

The entire conlPv>l of the navigation and working of the 
ship lies with the master. He gives the course and general 
directions to the officer of the watch, who enters upon a slate, 
at the end of the watch, the course made, and the number of 
knots, together with any other observations. The officer of the 
watch is at liberty to trim the yards, to make alterations in 
the upper sails, to take in and set royals, topgallant sails, 
&C. ; but no important alteration can be made, as, for in- 
stance, reefing a topsail, without the special order of the mas- 
ter, who, in such cases, always comes upon deck and takes 
command in person. When on deck, the weather side of the 
quarter-deck belongs to him, and as soon as he appears, the 
officer of the watch will always leave it, and go over lo leeward, 
or forward into the waist. If the alteration to be made is slight, 
the master usually tells the officer to take in or set such a sail, 
and leaves to him the particular ordering as to the braces, 
sheets, &c., and the seeing all things put in place. The prin- 
cipal mancEuvres of the vessel, as tacking, Avearing, reefing 
topsails, getting under way, and coming to anchor, require all 
hands. In these cases, the master takes command and gives 
his orders in person, standing upon the quarter-deck. The 
chief mate superintends the forward part of the vessel, under 
the master, and the second mate assists in the waist. The 
master never goes aloft, nor does any work with his hands, 
unless for his own pleasure. If the officer of the watch thinks 
it necessary to reef the topsails, he calls the master, who, up- 
on coming on deck, takes command, and, if he thinks proper, 
orders all hands to be called. The crew, officers and all, 
then take their stations, and await the orders of the master, 
who works the ship in person, giving all the commands, even 
the most minute, and looks out for trimming the yards and 
laying the ship for reefing. The chief mate commands upon 
the forecastle, under the master, and does not go aloft. The 
second mate iioes aloft with the crew. 



1^6 THE MASTER 

In tacking and wearing, the master gives all the orders, as 
.0 trimming the yards, &c., though the chief mate is expected 
to look out for the head yards. So, in getting under way, and 
in coming to anchor, the master takes the entire personal con- 
trol of everything, the officers acting under him in their several 
stations. 

In the ordinary day's work, however, which is carried on in 
a vessel, the state of things is somewhat different. This the 
master does not superintend personally; hut gives general 
instructions to the chief mate, whose duty it is to see to their 
execution. To understand this distinction, the reader will bear 
in mind that there are two great divisions of duty and labor on 
shipboard. One, the working and navigating of the vessel: 
that is, the keeping and ascertaining the ship's position, and 
directing her course, the making and taking in sail, trim- 
ming the sails to the wind, and the various nautical manoemTes 
and evolutions of a vessel. Tlie other branch is, the work done 
upon the hull and rigging, to keep it in order, such as the mak- 
ing and fitting of new rigging, lepairing of old, &:c. ; all which, 
together with making of small stuffs to be used on board, con- 
stitute the daifs work and jobs of the crew. As to the latter, 
the master usually converses with the chief mate upon the 
state of the vessel and rigging, and tells him, more or less 
particularly, what he wishes to have done. It then becomes 
the duty of this officer to see the thing accomplished. If, for 
instance, the master tells the chief mate to stay the topmasts 
more forward, the chief mate goes upon the forecastle, sets the 
men to work, one upon one thing and another upon another, 
sees that ihe stays and backstays are come up with, has tackles 
got upon the rigging, sights the mast, &c. If the master 
sees anything v»^hich he disapproves of, and has any prefer- 
ences in the modes of doing the work, he should call the offi- 
cer aft and speak to him ; and if, instead of this, he were to go 
forward and give orders to the men, it would be considered an 
mterference, and indeed an insult to the officer. So with any 
other work doing upon the ship or rigging, as rattling down, 
turning in and setting up rigging, bending and unbending 
sails, and all the knotting, splicing, serving, &c., and the 
making of small stufTs, which constitute the day's work and 



T -E MASTER. 137 

johs of a vessel. If the chief ofTicer is a competent man, the 
master is not expected to trouble himself with the details of 
any of these things ; and, indeed, if he were to do so to a great 
extent, it would probably lead to difficulty. 

Where there are passengers, as in regular line of packet 
ships (or, as they are familiarly called, liners^) between New 
York and Liverpool or Havre, for instance, the master has 
even less to do with the dayV work ; since the navigation and 
working of the ship, with proper attention to his passengers, 
is as much as can reasonably be required of him. 

The master has the entire control of the cabin. The mates 
usually live in a state room by themselves, or, if they live in 
the cabin, they yet feel that the master is the head of the 
house, and are unwilling to interfere Avith his hours and occu- 
pations. The chief mate dines with the master, and the 
second mate looks out for the ship Vv^hile they are below, and 
dines at the second table. In the liners, however, the mates 
usually dine together ; the master looks out for the ship while 
they are at dinner, and dines with his passengers at a later 
hour. 

As the master stands no watch, he comes and goes as he 
pleases, and takes his own hours for rest. In fine weather, 
he is not necessarily much on deck, but should be ready at all 
times, especially in bad weather, to be up at a moment's 
notice. 

Everything of importance that occurs, as the seeing a sail i r 
land, or the like, must be immediately reported to the master, 
And in heaving-to for speaking, the master takes the entire 
charge of working the vessel, and speaks the other sail in 
person. 

As will be found in the third part of this book, the master 
has the entire control of the discipline of the ship, and no 
subordinate officer has authority to punish a seaman, or 
to use force, without the master's order, except in oases of 
necessity not admitting of delay, lie has also the complete 
direction of the internal airangemeiits ami ocDnoiny of \\\v 
vessel, and upon his charaolor. atul u}H)n ihe (HHir>c oi' roiulii. ; 
he pursues, depend in a grea: measure the chaiacler of tiie 
ship and the conduct of both officers and men. He lias a 
12* 



138 THE CHIEF MATE. 

power and influence, both direct and indirect, which may be 
the means of much good or much evil. If he is profane, pas- 
sionate, tyrannical, indecent, or intemperate, more or less of 
the same qualities will spread themselves or break out among 
officers and men, which, perhaps would have been checked, if 
not in some degree removed, had the head of the ship been a 
man of high personal character. He m.ay make his ship almost 
anything he chooses, and may render the lives and duties of 
his officers and men pleasant and profitable to them, or may 
introduce disagreements, discontent, tyranny, resistance, and, 
in fact, make the situation of all on board as uncomfortable 
as that in which any human beings can well be placed. 
Every master of a vessel who will lay this to heart, and con- 
sider his great responsibility, may not only be a benefactor 
to the numbers whom the course of many years will bring 
under his command, but may render a service to the whole 
class, and do much to raise the character of the calling. 



CHAPTER II. 

THE CHIEF 3IATE. 

Care of rigging and ship's furniture. Day's work. Working ship. 
Coming to anchor. Getting under way. Reefing. Furling. Duties 
in port. Account of cargo. Stowage. Station. Log-book. Navi- 
gation. 

The chief mate, or, as he is familiarly called on board ship, 
the mate^ is the active superintending officer. In the previous 
chapter, upon the duties of the master, it will be seen that, in 
all matters relating: to the care of and work done upon the 
ship and rigging, the master gives general orders to the mate, 
who attends personally to their execution in detail. Indeed, 
'.n the daips worh on board ship, the chief mate is the only 



THE CHIEF MATE. 130 

officer who appears in command. The second mate works 
like a common seaman, and the men seldom know what is to 
he done until they receive their orders in detail from the chief 
mate. It is his duty to carry on the work, to find every man 
something to do, and to see that it is done. He appoints the 
second mate his work, as well as the common seamen theirs; 
and if the master is dissatisfied with anything, or wishes a 
change, he should speak to the chief mate, and let him make 
the change, and not interfere with the men individually. It 
is also the duty of this officer to examine all parts of the rig- 
ging, report anything of importance to the master and take 
his orders, or, if it be a small and common matter, he will 
have the repairs or changes made at his own pleasure, as a 
thing of course. He must also see that there is a supply of 
small stuffs for the work, and have them made up when neces- 
sary, and also that there are instruments ready for every 
kind of labor, or for any emergency. In bad weather, he 
must have spare rope, blocks, tackles, sennit, earings, &:c., on 
hand ; or rather, see that they are provided, the more immediate 
care of these things, when provided, belonging to the second 
mate. 

From this description of a chief mate's duty, it Avill be seen 
that he ought always to be not only a vigilant and active man, 
but also well acquainted with all kinds of seaman's ^vork, and 
a good judge of rigging. 

In the working of the ship, when all hands are called and 
the master is on deck, the chief mate's place is on the fore- 
castle, where, under the general direction of the master, w^ho 
never need leave the quarter-deck, he commands the forward 
part of the vessel, and is the organ of communication witli the 
men aloft. In getting under -way and coming to anchor, it is 
his duty to attend to the ground tackle, and see everything 
ready forward. The master, for instance, tells him to have 
the ship ready for getting under way, and to heave short on 
the cable. He then goes forward, orders all hands to be 
called, sees everything secured about decks, tackles got up nnd 
boats boisted in and lashed, fish and cnt tackles, pennant, 
davit, cVc, and s])are hawsers and rope, in readiness, orders 
the men to the windlass, (the second mate taking a hand-^pike 



140 TH? CHIEF HATE. 

with the rest,) and stationing himself between the knight-heads, 
looks out for the cable, ordering and encouraging the men. 
When the cable is hove short, he informs the master, and, at 
the word from him, orders the men aloft to loose the sails, and 
gives particular directions to them when aloft, as to the sails, 
gaskets, overhauling rigging, &c. The sails being loosed, he 
awaits the order from the master, which would be addressed 
to him rather than to the nTen, and has the windlass manned 
and the anchor hove up, giving notice to the master as soon 
as it is a-weigh. When the vessel is under way, the master 
begins to take more immediate control, ordering the yards to 
be braced and filled, sail lo be set, and the like. The chief 
mate also sees to the catting and fishing of the anchors, to 
having the decks cleared up and everything secured. 

In coming to anchor, very nearly the same duty falls upon 
the chief officer. He must see the anchors and cables ready 
for letting go, the master ordering how much chain is to be 
overhauled. He must look out that the boats are ready for 
lowering, the rigging clear for letting go, hauling and clewing, 
and that spare hawsers, kedges, warps, &:c., are at hand. If 
anything goes wrong forward, he alone is looked to for an 
explanation. As the vessel draws in toward her anchoring 
ground, the master gives all the orders as to trimming the 
yards and taking in sail; and at all times, when on deck, has 
the entire charge of the man at the helm, it being the mate's 
duty only to see that a good seaman is there, and that the 
helm is relieved. As to the sails, the master will, for in- 
stance, order — "Clew up the fore and main topsails!" The 
chief mate then gives the particular orders as to lowering and 
letting go the halyards, clewing down and up, overhauling 
rigging, &:c. If both topsails were taken in at once, the 
second mate would attend to the main, unless the master 
should choose to look out for it himself. All being ready for 
letting go, the master gives the order — " Let go the anchor!" 
and the chief mate sees that it is done, has the chain payed 
out, reports how much is out, sees that the buoys ivatfk, 
and the like. In furling tae sails, the whole superintendence 
comes upon the mate, as the master would probably only 
tell him to have them fur]ed. He has the rigging hauled taut, 



THE CHIEF MATE. 141 

sends Lie men aloft, and, remaining on deck and forward, he 
gives his orders to theM while on the yards, as to the manner 
of furling, and has the ropes hauled taut or let go on deck, 
as may be necessary. 

These instances may serve to show the distinctions be- 
tween the duties of master and mate in the principal evolu- 
tions of a vessel. While in port, the chief mate has much 
more the control of the vessel than when at sea. As there 
is no navigating or working of the vessel to be done, the 
master has little to engage him, except transactions with 
merchants and others on shore, and the necessary general 
directions to the mate, as to the care of the ship. Beside the 
w^ork upon the ship and rigging while in port, the chief mate 
has the charge of receiving, discharging, stowing and break- 
mg out the cargo. In this he has the entire control, under 
the general directions of the master. It is his duty to keep an 
account of all the cargo, as it goes in and comes out of the 
vessel, and, as he generally gives receipts, he is bound to great 
care and accuracy. When cargo is coming in and going out, 
the chief mate will stand in the gangway, to keep an account, 
and the second mate will be down in the hold with some of 
the crew, breaking out, or stowing. The stowage, however, 
should still be somewhat under the chief mate's directions. 
While the master is on shore, the chief mate is necessarily 
commander of the ship, for the time, and though the law will 
extend his power proportionably for cases of necessity, yet, 
except in instances which will not admit of delay, he must 
not attempt to exercise any unusual powers, but should refer 
everything to the master's decision. It will be seen, by the 
laws, that the mate has no right to punish a man during the 
master's absence, unless it be a case in which delay would 
lead to serious consequences. 

While in port, the chief mate stands no watch at night, but 
he should always be the first to be called in the morning, and 
should be up early and order the calling of all hands. In 
cleaning the ship, as washing down decks, cVc, which is 
done the first thing in the morning, each mate, while at sea, 
takes charge of it in his watch, in turn, as one or the other 
has the morning watch ; but in port, the second mate over- 



142 THE CHIEF MATE. 

sees the washing down of the decks, under the chief mate's 
general orders. 

While at sea, in tacking, wearing reefing topsails, &c., and 
in every kind of " all hands work," when the master is on 
deck, the chief mate's place, as I have said, is forward. To 
give a further notion of the manner of dividing the command, 
I will describe the evolution of tacking ship. The master 
finds that the ship will not lay her course, and tells the chief 
mate to ' see all clear for stays,' or ' ready about.' Upon this, 
the chief mate goes forward, sends all hands to their stations, 
and sees everything clear and ready on the forecastle. The 
master asks, "All ready forward?" and being answered, 
"Ay, ay, sir ! " motions the man at the helm to put the wheel 
down, and calls out, " Helm 's a-lee ! " The mate, answering 
immediately, " Helm 's a-lee," to let the master know he is 
heard and understood, sees that the head sheets are let go. At 
"Raise tacks and sheets !" from the master, the mate, and the 
men with him, let go the fore tack, while he looks after the over- 
hauling of the other tack and sheet. He also sees to letting 
go the bowlines for " Let go and haul," and to getting do^vn the 
head sheets when the ship is about, and trims the head yards, 
calling out to the men at the braces the usual orders, " Well 
the fore yard !" " Topsail yard, a small pull ! " " Topgallant 
yard, well ! " &c. The master usually trims the after yards. 

In reefing topsails, the chief mate should not go aloft, but 
should keep his place forward, and look out for the men on the 
yards. I am aware that it has been the custom in some classes 
of vessels, as in the New York liners, for the chief mate to take 
the weather earing of a course, especially if a topsail or the 
other course were reefing at the same time ; yet this practice 
has never generally prevailed, and is now going out of date. 
I think I may say it is the opinion of all, masters, officers, 
and men, that it is better for the chief mate to remain on 
deck. There is always a good deal to be looked after, ropes 
to be let go or hauled, rigging to be cleared, and the like, 
beside the importance of having some one to oversee the men 
on the different yards ; which the mate, standing at a little 
distance, can easily do. He is also the organ of communica- 
tion between the yards and the deck, and can look after the 



THE CHIEF MATE. 143 

reefing to more advantage than the master can u;)on the quar- 
ter-deck, where he must stay to watch the helm and sails. 

The chief mate is not required to work with his hands, like 
the second mate and the seamen. lie will, of course, let go 
and belay ropes, and occasionally pull and haul with the men 
when working ship; but if there is much work to be done, his 
time and attention are sufficiently taken up with superintend- 
ing and giving orders. 

As to his duties as a watch-officer, it will be necessary to 
repeat the explanations partly given in the chapter upon the 
master's duties. The crew are divided equally into two watch- 
es, the larboard and starboard ; the larboard commanded by 
the chief mate, and the starboard by the second mate. These 
watches divide the day between them, being on and off duty 
every other four hours. This is the theory of the time, but in 
fact, in nearly all merchant vessels, all hands are kept on 
deck and at work throughout the afternoon, from one o'clock 
until sundown ; and sometimes, if there is a great deal to be 
done, as immediately before making port, or after an accident, 
all hands may be kept throughout the day. This is, however, 
justly considered hard usage, if long continued, since it gives 
the men but little time for sleep, and none for reading, or taking 
care of their clothes. Although all hands may be on deck and at 
work during a day or a half day, yet the division of time is 
still kept up. For instance, if it is the mate's watch from 8 
A. M. to 12; although all hands should be up from 12 to 5 or 
6, yet from 12 to 4 the starboard watch would be considered as 
' the watch on deck,' and the larboard again after 4 : and so 
on; ;ind during those hours the Avheel will always be taken 
by men belonging to the watch on deck, and it* any particular 
duty is ordered to be done by * the watch,' that watch which 
has a man at the helm, and which would have been the only 
one on deck had not all hands been kept, would do the duty. 
Eut though this division is kept up as to the crew and tlie 
helmsman, it is not so as to the ollicers ; for Avhou all 
hands are on deck, the chief mate is nhvays the ollicor in 
command, to whichever watch the hour may properly beUmg. 
He accordingly looks out for /he ship, takes in and makes sail, 
and trims the yards, when all hands arc on deck at work, 



144 THE CHIEF MATE. 

as much in the hours of one watch as in those of the other, 
and he generally calls upon the men of either watch indiffer- 
ently to pull and haul. But if only the starboard watch is 
on deck, though the chief mate should be on deck also, yet he 
will not interfere with the duties of ;hat watch, but would 
leave the command of the vessel, and the weather side of the 
quarter-deck, to the second mate. Of course, whenever the 
master comes on deck, as I have said, in whosever watch it 
may be, or if all hands are up, he takes the weather side of 
the quarter-deck, and is considered as having charge of the 
ship ; and the officer of the watch would then give no order 
with reference to the helm, trimming the yards, making sail, 
or the like, without a direction from the master. 

It will be necessary to make some explanations as to the 
stations of the chief and second mate. I have said that when 
all hands are called, the chief mate's place is the forecastle, 
and the second mate's amidships, or at the braces on the 
quarter-deck. This is only in working ship with all hands ; 
that is, in tacking, wearing, reefing, coming to anchor, getting 
under way, &c. Whenever the work is done, and the ne- 
cessity for the officers' presence at these parts of the vessel 
ceases, they return to their proper places on the quarter-deck. 
In a man-of-war there is always a lieutenant of the watch on 
the weather side of the quarter-deck, whatever work may be 
going forward, except in the single case of all hands being 
called to work ship ; but it is not so in the merchant service. 
When the ordinary day's work is going forward, the mates 
must be about the decks or aloft, like the petty officers of a 
man-of-war ; and it is only while no work is going forward, 
as in bad weather, on Sundays, or at night, that the officer of 
the watch keeps the quarter-deck. At these times he does so, 
and, if the master is not on deck, does not leave it, except for a 
short time, and for some necessary duty forward. 

It w411 be seen in the third part of this book, that the law 
looks upon the chief mate as standing in a different relation to 
the ma'ster from that of the second mate or the men. He is 
considered a confidential person, to whom the owners, ship- 
pers and insurers look, in some measure, for special duties 
and qualifications. The master, therefore, cannot remove him 



THE CHIEF MATE. 145 

from office, except under very peculiar circumstances, and 
then must be able to prove a justifiable cause. One of these 
duties which the law throws upon him, is keeping the log- 
book. This is a very important trust, as the log-book is the 
depository of the evidence of everything that may occur during 
the voyage ; and the position of the ship, the sail she was 
under, the wind, &c., at any one moment, may become matters 
of great consequence to all concerned. So it is with reference 
to anything that may occur between the master or officers and 
the crew. As to the manner of keeping the log, it is the cus- 
tom for each officer at the end of his watch to enter upon the 
log-slate, which usually lies on the cabin table, the courses, 
distances, wind and weather during his watch, and anything 
worthy of note that may have occurred. Once in twenty-four 
hours the mate copies from this slate into the log-book ; the 
master, however, first seeing the slate, examining it, and 
making any corrections or observations he may choose. This 
practice of copying from the slate, which is first submitted to 
the master, has led, in too many instances, to the mate's be- 
coming the mere clerk of the master, to enter on the log-book 
whatever the latter may dictate. This is wrong. It is very 
proper that the master should examine the slate, and suggest 
alterations as to the ship's reckoning, &c., if necessary, but it 
is important to all concerned, both to the owners, shippers and 
insurers, on shore, and the crev^r of the vessel, that the inde- 
pendence of the mate, as the journalist of the voyage, shoukl 
be preserved. The master, from the power of his office, can 
at all times make the situation of a mate who has displeased 
him extremely disagreeable, and from this cause has great 
indirect influence over him ; the law and the custom should 
therefore be strictly adhered to which rightly make the chief 
officer, in this respect, in a manner the umpire between the 
master and the crew, as well as between all on board and tin- 
parties interested on shore. 

The law also makes the chief n\ate the successor to tho 
master, in case the latter should die, or be unable to porforni 
the duties of his office ; and this without any action on the part 
of the crew. It is always important, therefore, that, to tlu 
practical seamanship and activity necessary for the discharge 
13 



146 THE SECOND MATE. 

of the proper duties of his office, the mate should add a suffi- 
cient knowledge of navigation to be able to carry the ship on 
her voyage in case anything should happen to the master. In- 
deed, it has been doubted whether a vessel of the largest class, 
upon a long voyage, would be seaworthy with no navigator on 
board but the master. 

Both the chief and second mates are always addressed by 
their surnames, with Mr. prefixed, and are answered with the 
addition of Sir. This is a requirement of ship's duty, and an 
intentional omission of it is an offence against the rules and 
understanding of the service. 



CHAPTER III. 

SECOND AND THIRD MATES. 

Second Mate. — Navigation, Station. Watch duties. Day's work. 

Working ship. Reefing. Furling. Duties aloft. Care of ship's 
furniture. Stores. Duties in port. 

Third Mate. — Working ship. Day's work. Duties aloft — in port. 
Boating. Stores. 

The duties of the second mate are, to command the star- 
board watch when the master is not on deck^ and to lead the 
crew in their work. It is not necessary that he should be a 
navigator, or even be able to keep a journal, though he should 
know enough of navigation to keep the courses and distances 
during his watch, and to report them correctly on the slate. 
There are also many advantages in his being acquainted with 
navigation and able to keep the log, as, in case of the chief mate's 
meeting with any accident, or being removed from office. The 
second mate, however, does not, by law, necessarily succeed to 
the office of chief mate, as the chief mate does to that of master ; 
but it lies with the master for the time being to appoint whom 
he chooses to the office of chief mate : yet, if the second mate 



THE SECOND MATE. 147 

IS capable of performing the duties of the office, he would 
ordinarily be appointed, as a matter of course. 

When the starboard watch alone is on deck, and the master 
is below, the second mate has charge of the ship. When both 
watches are on deck, the chief mate is officer of the deck, to 
whichever watch the time may belong, according to the divi- 
sion of the hours. When the master is on deck, he commands, 
in one watch as well as in the other. But the second mate 
does not give up the charge of the vessel to the chief mate, if 
he should happen to be on deck during the starboard watch, 
unless all hands are up. While he has charge of the vessel in 
his watch, his duties are the common ones of a watch officer ; 
that is, to have an eye to the helm, Avatch the weather, keep 
a general lookout round the horizon, see to the trimming of 
the yards and making and taking in of the light sails, give the 
master notice of anything important that occurs, heave the 
log and keep an account of the winds, courses, rate of sailing^ 
&c., and enter the same on the slate at the end of the w^atch. 
In these things the chief mate has no right to interfere, when 
it is not his watch on deck. But in all matters connected 
with the day's work and jobs, the second mate acts under the 
chief mate in his own watch, as that department belongs pe- 
culiarly to the chief mate. In working days, when the crew 
are employed about the ship and rigging, it is usual for the 
chief mate to tell the second mate what to do in his watch, 
and sometimes he remains on deck a few minutes to see to the 
commencement of the work. And while day's work is going for- 
Avard, during the time that the chief mate has a watch below, a« 
the second mate is expected to do jobs like a common seaman, 
it is the custom for the master to be on deck a good deal in the 
starboard watch and look after the vessel. While work is 
going forward, the second mate is about decks and alot't ; but 
at other times, as at night, or on Sunday, or during bad 
weather, when day's work cannot be kept up, his place is on 
the quarter-deck ; though still, he leaves it whenever anything 
is to be done forward or aloft wliich requires the presence of a 
whole watch, as, setting or taking in a lower or topmast stud- 
ding-sail, or any of the heavy sails. 

When all hands are called to work ship, as in reeling, taok- 



148 THE SECOND MATE. 

ing, wearing, getting under way, coming to anchor, &:c., the 
second mate's place is aft, at the fore and main braces and 
main and mizzen rigging ; and generally, in all ship's duty, 
the chief mate and larboard watch belong forward, and the 
second mate and starboard watch aft. In tacking ship, the 
second mate looks out for the lee fore and main braces, sees them 
belayed to one pin and clear for letting go, lets go the main 
braces at " Mainsail haul ! " and the fore at " Let go and haul ! " 
He also steadies the weather braces as the yards come up. He 
then sees to getting down the main tack, hauling out the main 
and mizzen bowlines, hauling aft the main sheet, and, in 
short, has charge of all the duty to be done upon the quarter- 
deck and in the waist. 

In getting under way, the second mate takes a handspike at 
the windlass with the men, the place which custom has 
assigned him being the windlass-end. If anything is to be 
done with the braces while the men are heaving at the 
windlass, it is his duty to attend to it, as the chief mate 
must be looking out for the ground tackle. 

In reefing, the second mate goes aloft with the men, and 
takes his place at the weather earing. This is his proper 
duty, and he will never give it up, unless he is a youngster, 
and not strong enough or sufficiently experienced to lead the 
men on the yard. As soon as the order is given to clew down 
for reefing, and the halyards are let go, if there are hands 
enough to haul out the reef-tackles, he should go aloft, see that 
the yard is well down by the lifts, and then lay out to the 
weather yard-arm, and get his earing rove by the time the men 
are upon the yard. He then hauls it out and makes fast. If 
both topsails are reefed at once, he goes to the main; but if one 
sail is reefed at a time, he goes with the men from one to the 
other, taking the weather earing of each. He also goes aloft 
to reef a course, and takes the weather earing of that, in the 
same manner. He is not expected to go upon the mizzen top- 
sail yard, as the mizzen topsail is a small sail, and can be 
reefed by a few men, or by the light hands. 

In furling sails, the second mate goes aloft to the topsails 
and courses, and takes the bunt, as that is the most important 
place in that duty. He is not expected to go upon the mizzen 



THE SECOND MATE. 149 

topsail yard for any service, and though in bad weather, and in 
case of necessity, he would do so, yet it would be out of the 
usual course. He might also, in heavy weather, assist in fur- 
ling a large jib, or in taking the bonnet off; but he never furls a 
topgallantsail, royal, or flying jib. In short, the fore or main 
topsail and the courses are the only sails which the second mate 
is expected to handle, either in reefing or furling. And, as I 
said before, if the sails are reefed or furled by the watch, he 
leads the starboard watch on the main and maintopsail yards, 
and the best rnan in the larboard watch leads them at the 
fore. 

Although the proper place for the second mate on a yard, is 
the bunt in furling, and the weather earing in reefing, and it is 
the custom to give him a chance at them at first, yet he can- 
not retain them by virtue of his office ; and if he has not the 
necessary strength or skill for the stations, it is no breach of 
duty in a seaman to take them from him ; on the contrary, he 
must always expect, in such a case, to give them up to a smarter 
man. If the second mate is a youngster, as is sometimes 
the case, being put forward early for the sake of promotion, or 
if he is not active and ambitious, he will not attempt to take 
the bunt or weather earing. 

In the ordinary day's work done on shipboard, the second 
mate works with his hands like a common seaman. Indeed, 
he ought to be the best workman on board, and to be able to 
take upon himself the nicest and most difficult jobs, or to 
show the men how to do them. Among the various pieces of 
work constantly going forward on the vessel and rigging, there 
are some that require more skill and are less disagreeable 
than others. The assignment of all the work belongs to tlie 
chief mate, and if the second mate is a good seaman, (by whicii 
sailors generally understand a good workman upon rigging,) 
he will have the best and most important of these allotted tu 
him; as, for instance, fitting, turning in and setting up rig- 
ging, rattling down, and making the neater straps, coverings, 
graftings, pointings, <5cc. ; hut if he is not a good workman, he 
will have to employ himself upon thr inlerior jobs, suv-h as are 
usually assigned to ordinary seamrn and boys. Whatever 
may be his capacity, however, be • rai ries on tbo worlc,' when 
13* 



150 THE SECOND MATE. 

his watch alone is on deck, under directions previously re 
ceived from the chief mate. 

It is a common saying among seamen that a man does not 
get his hands out of the tar bucket by becoming second mate. 
The meaning of this is, that as a great deal of tar is used in 
working upon rigging, and it is always put on by hand, the 
second mate is expected to put his hands to it as the others do. 
If the chief mate were to take hold upon a piece of work, and 
it should be necessary to put any tar on it, he might call 
some one to tar it for him, as all labor by hand is voluntary 
with him ; but the second mate would be expected to do it for 
himself, as a part of his work. These matters, small in them- 
selves, serve to shov/ the different lights in which the duties of 
the officers are regarded by all sea-faring men. There are, 
however, some inferior services, such as slushing down masts, 
sweeping decks, &c., which the second mate takes no part in ; 
and if he were ordered to do so, it would be considered as pun- 
ishment, and might lead to a difficulty. 

In working ship, making and taking in sail, fee, the second 
mate pulls and hauls about decks with the rest of the men. 
Indeed, in all the work he is expected to join in, he should be 
the first man to take hold, both leading the men and working 
himself. In one thing, however, he ditfers from the seamen ; 
that is, he never takes the helm. Neither master nor mates 
ever take the wheel, but it is left to the men, who steer the 
vessel under the direction of the master or officer of the deck. 
He is also not expected to go aloft to reeve and unreeve rig- 
ging, or rig in and out booms, when making or taking in 
sail, if there are men enough ; but, as I have said, under ordi- 
nary circumstances, only goes aloft to reef or furl a topsail 
or course. In case, however, of any accident, as carrying 
away a mast or yard, or if any unusual work is going on aloft, 
as the sending up or down of topmasts or topsail yards, or get- 
ting rigging over the mast-head, sending down or bending a 
heavy sail in a gale of wind, or the like, then the second mate 
should be aloft to take charge of the work there, and to be the 
organ of communication between the men aloft and the chief 
mate, who should remain on deck, since he must superintend 
everything fore and aft, as well as a-low and aloft. Sending 



THE SECOND MATE 151 

up or down royal and topgallant yards, oemg light work and 
done by one or two hands, does not call the second mate aloft ; 
but if the topgallant masts are to be sent down, or a jib-boom 
rigged in in bad weather, or any other work going on aloft of 
unusual importance or difficulty, the second mate should be 
there with the men, leading them in the work, and communi- 
cating with, and receiving the orders from the deck. 

During his own watch, if the master is not on deck, the 
second mate commands the ship, gives his orders and sees to 
their execution, precisely as the chief mate does in his ; but, 
at the same time, he is expected to lend a hand at every " all- 
hands rope." 

There is another important part of the duties of a second 
mate ; which is, the care of the spare rigging, blocks, sails, and 
small stuffs, and of the instruments for working upon rigging, 
as, marlinspikes, heavers, serving-boards, &c. It is the duty 
of the chief mate, as superintendent of the Avork, to see that 
these are on board, and to provide a constant supply of such 
as are made at sea ; but when provided, it is the second mate's 
duty to look after them, to see them properly stowed away, 
and to have them at hand whenever they are called for. If, 
for instance, the clnef mate orders a man to do a piece of work 
with certain instruments and certain kinds of stuff, the man 
will go to the second mate for them, and he must supply him. 
If there is no sailmaker on board, the second mate must also 
attend to the stowing away of the spare sails, and whenever 
one is called for, it is his duty to go below and find it. So 
with blocks, spare rigging, strands of yarns, and any part of 
a vessel's furniture, which an accident or emergency, as well 
as the ordinary course of duty, may bring into play. 

So, also, with the stores. It is his duty to see to the stow- 
ing away of the water, bread, beef, pork, and all the provisions 
of the vessel; and whenever a new cask or barrel of water or 
provisions is to be opened, the second mate n^ust do it. In- 
deed, the crew should never be sent into the hold or steerage, 
or to any part where tliere is cargo or stores, without anotFicor. 
He also measures out the allowance to the men, at the rate 
ordered by the master. These latter duties, of getting out 
the stores and weiixhini:^ or measuring the allowance, fall 



152 THIRD MATE. 

upon the third mate, if there is one, which is seldom the case 
in merchant vessels. 

"While in port, when cargo is taking in or discharging, the 
second mate's place is in the hold ; the chief mate standing at 
the gangway, to keep account, and to have a general supervi- 
sion. If the vessel is lying at anchor, so that the cargo has to 
be brought on or ofi in boats, then the boating duty falls upon 
the second mate, who goes and comes in the boats, and looks 
after the landing and taking off of the goods. The chief mate 
seldom leaves the vessel when in port. The master is neces- 
sarily on shore a good deal, and the second mate must come 
and go in the boats, so that the chief mate is considered as 
the ship-keeper. So, if a warp or kedge is to be carried out, 
or a boat is lowered at sea, as in boarding another vessel, or 
when a man has fallen overboard, in all such cases the second 
mate should take charge of the boat. 

When in port, the second mate stands no anchor watch, but 
is expected to be on deck until eight o'clock, which is the hour 
at which the watch is usually set. If, however, the ship is 
short-handed, he would stand his watch; in which case it 
would probably be either the first or the morning watch. 

The second mate lives aft, sleeping in the cabin, if there are 
no passengers, or else in a state room in the steerage. He 
also eats in the cabin, but at a second table, taking charge of 
the vessel while the master and chief mate are at their meals. 
In packet ships the tAvo mates generally eat together, by 
themselves, at an earlier hour than the master and passengers. 

Third Mate. — Merchant vessels bound on long voyages, 
upon which there are many vicissitudes to be anticipated, some- 
times carry a third mate ; but this is unusual ; so much so, 
that his duties have hardly become settled by custom. He 
does not command a watch, but belongs to the larboard watch, 
and assists the chief mate in his duties. He goes aloft with 
the larboard watch to reef and furl, as the second mate does 
with the starboard, and performs very nearly the same duties 
aloft and about decks. If he is a good seaman, he will take 
the earing and bunt on the head yards, as the second mate 
does on the after yards ; and in the allotment of work he will 
be favored with the most important jobs, if a good workman, 



THIRD MATE. — CARPENTER. 153 

Otherwise, he will be put upon the work of an ordinary sea- 
man. He is not expected to handle the light sails. He stands 
no helm, lives aft, and will look out for the vessel at meal- 
times, if the second mate dines with the master and chief 
mate. While in port, he will he in the hold or in the boats, 
as he may be needed, thus dividing the labor with the second 
mate. Perhaps his place would more properly be in the 
boats, as that is considered more in the light of fatigue duty. 
He also relieves the second mate of the charge of the stores, 
and sees to the weighing and measuring of the allowances ; 
and in his watch on deck, he relieves the chief mate of the in- 
ferior parts of his duty, such as washing decks in the morning, 
and looking after the boys in clearing up the decks at night. 



CHAPTER IV. 

CARPENTER, COOK, STEWARD, &C. 

Carpenter. — Working ship. Seaman's work. Helm. Duty aloft. 
Work at his trade. Station. Berth and mess. Standing watch. 

Sailmaker. — Seaman's work. Work at trade. Duty aloft. Standing 
watch. Berth and mess. Station. 

Steward. — Duty in passenger-ships. Care of cabin-table— passengers. 
In other vessels — Master — mate. Aloft. About decks. Working- ship. 

Cook. — Berth. Standing watch. Care of galley and furniture. Work- 
ing ship. Duty aloft. 

Carpenter. — Almost every merchant vessel of a large 
class, or bound upon a long voyage, carries a carpenter. His 
duty is to work at his trade under the direction of the master, 
and to assist in all-hands work according to his ability. He 
is stationed with the larboard or starboard watch, as he may 
be needed, though, if there is no third mate, usually with the 
larboard. In working ship, if he is an able seaman, (as well 
as carpenter,) he will be put in some more important place, as 
looking after the main tack and bowlines, or working the 
"orecastle with the mate ; and if capable of leading his watch 



164 CAKPENTER. 

aloft, he would naturally take the bunt or an earing. He is 
not expected to handle the light sails, nor to go above the topsail 
yards, except upon the work of his trade. If he ships for an 
able seaman as well as carpenter, he must be capable of doing 
seaman's work upon the rigging and taking his turn at the 
wheel, if called upon ; though he would not be required to do 
it except in bad weather, oi m case the vessel should be short- 
handed. If he does not expressly ship for seaman as well as 
carpenter, no nautical skill can be required of him; but he 
must still, when all hands are called, or if ordered by the mas- 
ter, pull and haul about decks, and go aloft in the work usual 
on such occasions, as reefing and furling. But the inferior 
duties of the crew, as sweeping decks, slushing, tarring, &c., 
would not be put upon him, nor would he be required to do 
any strictly seaman's work, except taking a helm in case of 
necessity, or such work as all hands join in. 

The carpenter is not an officer, has no command, and can- 
not give an order even to the smallest boy ; yet he is a privi- 
leged person. He lives in the steerage, with the steward, 
has charge of the ship's chest of tools, and in all things con- 
nected with his trade, is under the sole direction of the master. 
The chief mate has no authority over him, in his trade, unless 
it be in case of the master's absence or disability. In all 
things pertaining to the working of the vessel, however, and 
as far as he acts in the capacity of a seaman, he must obey 
the orders of the officers as implicitly as any of the crew 
would ; though, perhaps, an order from the second mate would 
come somewhat in the form of a request. Yet there is no 
doubt that he must obey the second mate in his proper place, 
as much as he would the master in his. Although he lives in 
the steerage, he gets his food from the galley, from the same 
mess with the men in the forecastle, having no better or dif- 
ferent fare in any respect ; and he has no right on the quarter- 
deck, but must take his place on the forecastle with the 
common seamen. 

In many vessels, during fine weather, upon long voyages, 
the carpenter stands no watch, but " sleeps in" at night, is 
called at daylight, and works all day at his trade. But in this 
case, whenever all hands are called, he must come up with 



SAILMAKER. J55 

the rest. In bad weather, when he cannot well work at his 
trade, or if the vessel becomes short-handed, he is put in a 
watch, and does duty on deck, turning in and out with the 
rest. In many vessels, especially those bound on short voy- 
ages, the carpenter stands his watch, and, while on deck, 
works at his trade in the day-time, if the weather will permit, 
and at night, or in bad weather, does watch duty according to 
his ability. 

Sailmaker. — Some ships of the largest class carry a sail- 
maker, though usually the older seamen are sufficiently skilled 
in the trade to make and mend sails, and the master or chief 
mate should know how to cut them out. As to the sailmaker's 
duty on board, the same remarks will apply to him that were 
made upon the carpenter. If he ships for seaman as well as 
sailmaker, he must do an able seaman's duty, if called upon ; 
and if he does not so ship, he will still be required to assist in 
all-hands work, such as working ship, taking in and making 
sail, fee, according to his ability; and in bad weather, or a 
case of necessity, he may be put with a watch and required to 
do ship's duty with the rest. In all-hands work he is mustered 
with either watch, according to circumstances, and the station 
allotted to him will depend upon his qualities as a seaman ; 
and, as with the carpenter, if he is a good seaman, he would 
naturally have some more important post assigned to him. 
He is not expected to handle the light sails, nor to go above the 
topsail yards. Nor would the inferior duties of the creAV, such 
as tarring, slushing, and sweeping decks, be put upon him. 
In bad weather, or in case of necessity, he may be mustered 
in a watch, and must do duty as one of the crew, according 
to his ability. Sometimes he stands no watch, and works at 
his trade all day, and at others he stands his watch, and when 
on deck in the day time, and during good weather, works at 
his trade, and at night, or in bad weather, does duty with the 
watch. He usually lives in the steerage with tlie carpenter, and 
always takes his food from the galley. He has no command, 
and when on deck, belongs on the forecastle with the rest of 
the crew. In the work of his trade, he is under the sole direc- 
tion of the master, or of the chief mate in the master's 



156 STEWARD. 

absence ; but in ship's work he is as strictly under the com 
mand of the mates, as a common seaman is. 

Steward. — The duties of the steward are very different in 
packet ships, carrying a large number of passengers, from those 
which are required of him in other vessels. In the New York 
liners, for instance, he has waiters or under-stewards, who do 
most of the labor, he himself having the general superinten- 
dence of the department. It is his duty to see that the cabin 
and state-rooms are kept in order ; to see to the laying and 
clearing of the tables ; to take care of the dishes, and other 
furniture belonging to them ; to provide the meals, under the 
master's direction, preparing the nicer dishes himself; to keep 
the general charge of the pantry and stores for the cabin ; to 
look after the cook in his department ; and, lastly, which is as 
important a part of his duty as any other, to attend to the 
comfort and convenience of the passengers. These duties, 
where there are many passengers, require all his time and 
attention, and he is not called upon for any ship's duty. 

In vessels which are not passenger-ships, he does the >vork 
which falls to the under-stewards of the large packets : cleans 
the cabin and state rooms, sets, tends and clears away the table, 
provides everything for the cook, and has charge of the pantry, 
where all the table furniture and the small stores are kept. 
He is also the body servant of the master. His relation to the 
chief mate is somewhat doubtful ; but the general understand- 
ing is, that, although he waits upon him when at table and 
must obey him in all matters relating to the ship's work, yet 
he is not in any respect his servant. If the mate wishes any 
personal service done, he would ask it, or make some com- 
pensation. 

In these vessels, the steward must come on deck whenever 
a.i hands are called, and in working ship, pulls and hauls 
about decks with the men. The main sheet is called the 
steward's rope, and this he lets go and hauls aft in tacking 
and wearing. In reefing and furling, he is expected to go 
upon the lower and topsail yards, and especially the mizzen 
topsail yard of a ship. No seamanship is expected of him, 
and he stands no watch, sleeping in at night and turning out 



COOK. 157 

at daylight ; yet he must do ship's duty according to his ability 
when all hands are called for working ship or for taking in or 
making sail. In these things he must obey the mates m the 
same way that a common seaman would, and is punishable 
for disobedience. The amount of ship's duty required of him 
depends, as I have said, upon the number of passengers. 

Cook. — The cook almost always lives in the forecastle, 
though sometimes in the steerage with the steward. He 
stands no watch, sleeping in at night, and working at his 
business throughout the day. He spends his time mostly in 
the cook-house, which is called the 'galley,' where he cooks 
both for the cabin and forecastle. This, with keeping the 
galley, boilers, pans, kids, &c., clean and in order, occupies 
him during the day. He is called with all hands, and in tack- 
ing and AVearing, works the fore sheet. He is also expected 
to pun and haul about decks in all-hands work, and is occa- 
sionally called from his galley to give a pull at a tackle or 
halyards. No seamanship can be required of him, but he is 
usually expected to go upon a lower or topsail yard in reefing 
or furling, and to assist according to his ability in working 
ship. In regular passenger-ships, however, as he is more 
exclusively employed in cooking, he is not required to do any 
duty about decks, except in a case of necessity or of common 
danger. In some other vessels, too, if strongly m.anned, 
neither the cook nor steward are sent upon the yards. Yet it 
can, without doubt, be required of them, by the custom and 
understanding of the service, to go upon a lower or topsail 
yard to reef or furl. 

If there are on board armorers, coopers, or persons follow- 
ing any other trades, they take the same place and follow the 
same rules as to duty that govern the carpenter and sail- 
maker. In the merchant service, when * all hands' are called, 
it literally calls every one on board buf the passengers ; ex- 
cepting, as I have said, in the case of the cook and steward oi 
strictly passenger-ships. Those persons of whom any duty 
can be required, who do not stand a watch, but sleo{^ in a: 
night and work during the day, are called ullcrs. \]v>n\c 
turning out with 'all hands,' the idlers are sometiines callivl 
up at night to help the watch on dock in any heavy or diliicull 
14 



158 ABLE SEAMEN. 

duty, when it is not desirable to call the other watch, who 
may have had severe service. This is allowable, if practised 
only in cases of necessity, and not carried to an extreme. 



CHAPTER V. 



ABLE SEAMEN. 



Grades of sea-faring persons. Able seamen. Ordinary seamen. Boys. 
Shipping and rating. Over-rating. Requisites of an able seaman. 
Hand, reef and steer. Work upon rigging. Sailmaking. Day's 
work. Working ship. Keefing and furling. Watch duty. Coasters 
and small vessels. 

Sea-fartng persons before the mast are divided into three 
classes, — able seamen, ordinary seamen, and boys or green 
hands. And it may be remarked here that all green hands in 
the merchant service are termed hoys^ and rated as such, what- 
ever may be their age or size. In the United States navy, an 
able seaman receives twelve dollars per month, an ordinary 
seaman ten, and the boys, or green hands, from four to eight, 
according to their strength and experience. In the merchant 
service, wages are about the same on long voyages ; but on 
voyages to Europe, the West Indies, and the southern ports, 
they are considerably higher, and very fluctuating. Still, the 
same proportion between the classes is preserved, an ordinary 
seaman getting about two dollars less than an able seaman, 
and the boys, from nothing up to two dollars less than ordi- 
nary seamen, according to circumstances. A full-grown man 
must ship for boy's wages upon his first voyage. It is not 
unusual to see a man receiving boy's wages and rated as a 
boy, who is older and larger than many of the able seamen. 

The crews are not rated by the officers after they get to sea, 
but, both in the merchant service and in the navy, each man 



ABLE SEAMEN. 159 

rates himself when he ships. The shipping articles, in the 
merchant service, are prepared for so many of each class, and 
a man puts his name down and contracts for the wages and 
duty of a seaman, ordinary seaman, or boy, at his pleasure. 
Notwithstanding this license, there are very few instances of 
its being abused ; for every man knows that if he is found 
incompetent to perform the duty he contracts for, his wages 
can not only be reduced to the grade for which he is fitted, but 
that something additional will be deducted for the deception 
practised upon all concerned, and for the loss of service and 
the numerous difficulties incurred, in case the fraud is not dis- 
covered until the vessel has got to sea. But, still more than 
this, the rest of the crew consider it a fraud upon themselves; 
as they are thus deprived of a man of the class the vessel re- 
quired, which makes her short-handed for the voyage, and 
increases the duty put upon themselves. If, for instance, the 
articles provide for six able seamen, the men expect as many, 
and if one of the six turns out not to be a seaman, and is put 
upon inferior work, the duties which would commonly be done 
by seamen will fall upon the five. The difficulty is felt still 
more in the watches ; as, in the case I have supposed, there 
would be in one watch only two able seamen instead of three, 
and if the delinquent was not a capable helmsman, the in- 
creased duty at the wheel alone would be, of itself, a serious 
evil. The officers also feel at liberty to punish a man who 
has so imposed upon all hands, and accordingly every kind of 
inferior and disagreeable duty is put upon him ; and, as he finds 
no sympathy from the crew, his situation on board is made 
very unpleasant. Indeed, there is notliing a man can be guilty 
of, short of a felony, to which so little mercy is shown on 
board ship; for it is a deliberate act of deception, and one 
to which there is no temptation, except the gain of a few 
dollars. 

The common saying that to hand, reef and steer makes a 
sailor, is a mistake. It is true that no man is a saihir until 
he can do these things; yet to ship ior an abk' seaman he 
must, in addition to these, be a good workman upon rigging. 
The rigging of a ship requiri^s constant mending, covering 
and working upon in a muhitudo o( v/avs ; and whenever 



*60 ABLE SEAMEN. 

any of the ropes or yards are chafing or wearing upon it, it 
must be protected by ' chafing gear.' This chafing gear con- 
sists of worming, parcelling, serving, rounding, &c. ; which 
requires a constant supply of small stuff's, such as foxes, sen- 
nit, spunyarn, marline, and the like, all which is made on 
board from condemned rigging and old junk. There is also a 
great deal of new rigging to be cut and fitted, on board, which 
requires neat knots, splices, seizings, coverings, and turnings in. 
It is also frequently necessary to set up the rigging in one part 
of the vessel or another; in which case it must be seized oi 
turned in afresh. It is upon labor of this kind that the crew is 
employed in the 'day's work' and jobs which are constantly 
carried forward on board. A man's skill in this work is the 
chief test of his seamanship; a competent knowledge of steer- 
ing, reefing, furling, and the like, being taken for granted, and 
being no more than is expected of an ordinary seaman. To 
put a marlinspike in a man's hand and set him to work upon 
a piece of rigging, is considered a fair trial of his qualities as 
an able seaman. 

There is, of course, a great deal of difference in the skill 
and neatness of the Avork of different men ; but I believe I am 
safe in saying that no man w^ill pass for an able seaman in a 
square-rigged vessel, w^ho cannot make a long and short splice 
in a large rope, fit a block-strap, pass seizings to lower rig- 
ging, and make the ordinary knots, in a fair, workmanlike 
manner. This working upon rigging is the last thing to 
which a lad training up to the sea is put, and always sup- 
poses a competent acquaintance with all those kinds of work 
tliat are required of an ordinary seaman or boy. A seaman is 
generally expected to be able to sew upon a sail, and few men 
ship for seamen who cannot do it ; yet, if he is competent in 
other respects, no fault can be found with an able seaman for 
Avant of skill in saiimaliing. 

In allotting the jobs among the crew, reference is always had 
to a man's rate and capacity ; and it is considered a decided 
imputation upon a man to put him upon interior work. The 
most difficult jobs, and those requiring the neatest work, will 
be given to the older and more experienced among the sea- 
men ; and of this none will complain ; bul to single out an able 



ABLE SEAMEN. 161 

seaman and keep him at turning the spunyarn winch, knotting 
yarns or picking oakum, while there are boys on board, and 
other properly seaman's work going forward at the same 
time, would be looked upon as punishment, unless it were 
temporarily, or from necessity, or while other seaman were 
employed in the same manner. Also, in consideration of the 
superior grade of an able seaman, he is not required to sweep 
down the decks at night, slush the masts, &c., if there are 
boys on board and at hand. Not that a seaman is not obliged 
to do these things. There is no question but that he is, just as 
much as to do any other ship's work ; and if there are no boys 
on board or at hand at the time, or from any other cause it is 
reasonably required of him, no good seaman would object, and 
it would be a refusal of duty to do so, yet if an officer were 
deliberately, and without necessity for it, when there were 
boys about decks at the time, who could do the work as well, 
to order an able seaman to leave his work and sweep down 
the decks, or slush a mast, it would be considered as pun- 
ishment. 

In working ship, the able seamen are stationed variously; 
though, for the most part, upon the forecastle, at the main tack 
or fore and main lower and topsail braces ; the light hands 
being placed at the cross-jack and fore and main topgallant 
and royal braces. In taking in and making sail, and in 
all things connected with the working of a ship, there is no 
duty which may not be required of an able seaman ; yet there 
are certain things requiring more skill or strength, to which he 
is always put, and others which are as invariably assigned to 
ordinary seamen and boys. In reefing, the men go out to the 
yard-arms, and the light hands stand in toward the slings; 
while in furling, the bunt and quarters belong to the able 
seamen, and the yard-arms to the boys. The light hands arc 
expected to loose and furl the light sails, as royals, flying jib 
and mizzen topgallant sail, and the men seldom go above the 
cross-trees, except to work upon the rigging, or to send a nia^t 
or yard up or down. The fore and main topgallant sails, and 
sometimes the flying jib of largo vessels, require one or more 
able seamen for furling, but are loosed by light hands. In 
short, as to everything connoctod Avith working shij>, making 
14* 



162 ABLE SEAMEX. 

and taking in sail, !cc.. one general rule may be laid doTm 
A seaman is obliged to obey the order of the master or officer, 
asking no questions and making no objection, whether the 
duty to which he is ordered be that which properly belongs to 
an able seaman or not ; yet as able seamen alone can do the 
more nice and difficult work, the light hands, in their turn, are 
expected to do that which requires less skill and strength. In 
the watch on deck at night, for instance, the able and ordinary 
seamen steer the ship, and are depended upon in case of any 
accident, or if heavy sails are to be taken in or set, or ropes 
to be knotted or spliced: and in consideration of this, if 
there is light work to be done, as coiling up rigging about 
decks, holding the log-reel, loosing or furling a light sail, or 
the like, the boys are expected to do it. and should properly be 
called upon by the officer, unless from some circumstance it 
should be necessary to call upon a man. Yet, as I have said 
before, if ordered, the seaman must do the thing, under any 
circumstances, and a refusal would be a refusal of his duty. 

Xo man is entitled to the rate or wages of an able 
seaman, who is not a good helmsman. There is always a 
difference in a ship's company as to this duty, some men 
being more steady, careful, and expert helmsmen than others : 
and the best quality cannot be required of every able seaman; 
yet if, upon fair trial, in bad weather, a man is found incapa- 
ble of steering the ship, under circumstances not extraordinarv, 
he would be considered by all on board to have failed of his 
duty. It should be remembered, however, that there are times 
when the very best helmsman is hardly able to steer a ship, 
and if a vessel is out of trim or slow in her motions, no skill 
^an keep her close to her course. 

An able seaman is also expected to do all the work neces- 
sary for reefing, furling, and setting sail, to be able to take a 
bunt or earing, to send yards and masts up and down, to rig 
in and out booms, to know how to reeve all the running rig- 
ging of a ship, and to steer, or pull an oar in a boat. 

The standard of seamanship, however, is not so high in 
coasting vessels and those of a smaller class bound upon short 
voyages, in which all the work that is necessary upon the 
\essel or rigging is usually done when in port by people hired 



ORDINARY SEAMEN. 163 

from on shore. In such vessels many men ship for able 
seamen, and are considered, upon the whole, competent, if 
they are able-bodied, and can hand, reef, and steer, who per- 
haps would only have shipped for ordinary seamen in vessels 
bound upon long voyages. In all large class vessels, and in 
vessels of almost any class bound upon long voyages, the 
standard of seamanship is very nearly what I have before 
described. 



CHAPTER VI. 

ORDINARY SEAMEN. 

Requisites. Hand, reef, and steer. Loose, furl, and set sails. Reeve 
rigging. Work upon rigging. Watch duty. 

An ordinary seaman is one who, from not being of sufficient 
age and strength, or from want of sufficient experience, is not 
quite competent to perform all the duties of an able seaman, 
and accordingly receives a little less than full wages, and does 
not contract for the complete qualities of an able seaman. 
There is a large proportion of ordinary seamen in the navy. 
This is probably because the power of the officers is so great 
upon their long cruises to detect and punish any deficiency, 
and because, if a man can by any means be made to appear 
wanting in capacity for the duty he has shipped to perform, it 
will justify a great deal of hard usage. Men, therefore, prefer 
rather to underrate than to run any risk of overrating them- 
selves. 

An ordinary seaman is expected to hand, reef, and steer, 
under common circumstances, (which includes ' boxing the 
compass;') to be well acquainted with all the running and 
standing rigging of a ship ; to be able to roovo all the studding- 
sail gear, and set a topgallant or royal studdingsail out of the 
top; to loose and furl a royal, and a small topgallant sail or 
flying jib; and perhaps, also, to send down or cross a royal 
yard. An ordinary seaman need not bo a ooniplote holms- 



164 ORDINARY SEAMEN. 

man, and if an able seaman should be put in his place at the 
wheel in very bad weather, or when the ship steered with 
difficulty, it would be no imputation upon him, provided he 
could steer his trick creditably under ordinary circumstances. 
In reefing or furling the courses and topsails, an ordinary sea- 
man would not take the bunt or an earing, if there were able 
seamen on the yard ; and perhaps, in the largest sized vessels, 
it would not be expected of him to pass an earing, or make up 
the bunt of a fore or main topsail or course in bad weather, yet 
he should know how to do both, and should be able to take a 
bunt or earing on the mizzen topsail yard, and on any topsail 
or lower yard of a small vessel. 

It is commonly understood that an ordinary seaman need 
not be a workman upon rigging. Yet there are probably few 
men capable of performing the duties of an ordinary seaman, 
as above detailed, who would not be somewhat acquainted 
with work upon rigging, and who could not do the simpler 
parts of it, such as, serving and splicing small ropes, passing a 
common seizing, or the like ; and it is always expected that 
an ordinary seaman shall be able to make all the hitches, 
bends, and knots in common use : such as, two half-hitches, 
a rolling hitch, timber hitch, clove hitch, common bend, and 
bowline knot. He would also be thought deficient if he could 
not draw, knot, and ball up yarns, and make spunyarn, foxes, 
and common sennit. Yet it is said that if he can steer his 
trick, and do his duty creditably in working ship and taking 
in and making sail, he is entitled to the rate and wages of an 
ordinary seaman, though he cannot handle a marlinspike or 
serving-board. 

The duty upon which an ordinary seaman is put, depends a 
good deal upon whether there are boys or green hands on 
board or not. If there are, he has a preference over them, as 
an able seaman has over him, in the light work ; and since he 
stands his helm regularly and is occasionally set to work upon 
rigging with the men, he will be favored accordingly in the 
watch and in common duty about decks. Yet the distinction 
between ordinary seamen and boys is not very carefully 
observed in the merchant service, and an ordinary seaman is 
frequently called upon for boy's duty, though there are boys 



ORDINARY SEAMEN. — ROTS. 165 

Oil board and at hand. If an officer wished for some one to 
loose a royal, take a broom and sweep the decks, hold the log- 
reel, coil up a rope, or the like, he would probably first call 
upon a boy, if at hand ; if not, upon an ordinary seaman ; 
but upon either of them indifferently, before an able seamen. 

If there are no boys on board, the ordinary seamen do boy's 
duty; the only difference being, that if they take their trick at 
the wheel, and do other ordinary seaman's work, the able sea- 
men are not so much preferred over them, as over mere boys 
and green hands. 



CHAPTER VII. 

BOYS. 

Requisites. Wages. Watch. Day's work. Working ship. Helm. 
Duties aloft and about decks. 

Boy is the term, as I have said before, for all green hands, 
whatever may be their size or age ; and also for boys, who, 
though they have been at sea before, are not large and strong 
enough for ordinary seamen. It is the common saying, that 
a boy does not ship to know anything. Accordingly, if any 
person ships as a boy, and upon boy's wages, no fault can be 
found with him, though he should not know the name of a 
rope in the ship, or even the stem from the stern. In the 
navy, the boys are divided into three classes, according to 
their size and experience, and different duties are put upon 
them. In the merchant service, all except able and ordinary 
seamen are generally upon the same wages, though boys' 
wages vary in different voyages. Sometinies they get nothing, 
being considered as apprentices ; and from that they rise to 
three, five, and sometimes eight dollars per month. "What- 
ever boys' wages may be, a person who ships for them for 
that voyage, whether more or less, is rated as boy, and his 
duty is according to his rate. 



tee BOYS. 

In the ordinary day's work, the hoys are taught to draw 
and knot yarns, make spunyarn, foxes, sennit, &c., and are 
employed in passing a ball or otherwise assisting the able 
seamen in their jobs. Slushing masts, sweeping and clearing 
up decks, holding the log-reel, coiling up rigging, and loosing 
and furling the light sails, are duties that are invariably put 
upon the boys or green hands. They stand their watches like 
the rest, are calleu with all hands, go aloft to reef and furl, 
and work whenever and wherever the men do, the only diiBTer- 
ence being in the kind of work upon which they are put. Tn 
reefing, the boys lay in toward the slings of the yard, and in 
furling, they go out to the yard-arms. They are sent aloft 
immediately, as soon as they get to sea, to accustom them to 
the motion of a vessel, and to moving about in the rigging 
and on the yards. Loosing and furling the royals, setting 
topgallant studdingsails and reeving the gear, shaking out 
reefs, learning the names and uses of all the ropes, and to 
make the common hitches, bends, and knots, reeving all the 
studdingsail gear, and rigging in and out booms, and the like, 
is the knowledge first instilled into beginners. There is a 
good deal of difference in the manner in which boys are put 
forward in different vessels. Sometimes, in large vessels, 
where there are plenty of men, the boys never take the wheel 
at all, and are seldom put upon any but the most simple and 
inferior duties. In others, they are allowed to take the wheel 
in light winds, and gradually, if they are of sufficient age and 
strength, become regular helmsmen. So, also, in their duties 
aloft; if they are favored, they may be kept at the royals and 
topgallant sails, and gradually come to the earing of a mizzen 
topsail. In work upon rigging, however, a green hand makes 
but little progress beyond ropeyarns and spunyarn, during his 
first voyage; since there are men enough to do the jobs, and 
he can be employed to more advantage in the inferior work, 
and in making and taking in light sails, steering in light 
winds, &c. ; a competent knowledge of which duty is sufficient 
to enable him to ship for an ordinary seaman upon the next 
voyage. It is generally while m the grade of ordinary sea- 
man that the use of the marlinspike is learned. Whatever 
Jfenowledge a boy may have acquired, or whatever may be his 



MISCELLANEOUS. 167 

age or strength, so long as he is rated as a hoy, (and the rates 
are not changed during a voyage unless a person changes his 
ship,) he must do the inferior duties of a boy. If decks are to 
be cleared up or swept, rigging to be coiled up, a man is to be 
helped in his job, or any duty to be done aloft or about decks 
which does not require the strength or skill of a seaman, a boy 
is always expected to start first and do it, though not called 
upon by name. 



CHAPTER VIII. 



MISCELLANEOUS. 



Watches. Calling the watch. Bells. Helm. Answering, Stations. 
Food. Sleep. 

Watches. — A watch is a term both for a division of the 
crew, and for the period of time allotted to such division. The 
crew are divided into two watches, larboard and starboard; 
the larboard commanded by the chief mate, and the starboard 
by the second mate. These watches divide the time between 
them, being on and off duty, or, as it is termed, on deck and 
below, every other four hours. If, for instance, the chief mate 
with the larboard watch have the first night watch, from eight 
to twelve, at the end of the four hours the starboard watch is 
called, and the second mate takes the deck, while the larboard 
watch and the chief mate go below until four in the morn- 
ing. At four they come on deck again, and remain until eight ; 
having what is called the * morning watch.' As they will have 
been on deck eight hours out of the twelve, while the starboard 
watch, who had the middle watch, from twelve to four, will 
only have been up four hours, they are entitled to the watch 
below from eight till twelve, which is called the * forenoon 
watch below.' Where this alternation of watches is kept up 
throughout the twenty-four hours, four hours up and four ho- 
low it is called having "watch and watch." This is always 
given in bad weather, and when day's work cannot be carried 



168 MiSCELLANEOtrS. 

on ; but in most merchant vessels, it is the custom to keep all 
hands from one P. M. until sundown, or until four o'clock. 
In extreme cases, also, all hands are kept throughout the day ; 
but the watch which has had eight hours on deck at night 
should always be allowed a forenoon watch below, if possible. 

The watch from four to eight, P. M., is divided into two half- 
watches of two hours each, called dog-watches. The object of 
this is to make an uneven number of watches, seven instead 
of six; otherwise the same watch would stand during the 
same hours for the whole voyage, and those who had two 
watches on deck the first night would have the same through- 
out the trip. But the uneven number shifts the watches. The 
dog-watches coming about sundown, or twilight, and between 
the end of a day's work and the setting of the night watch, are 
usually the time given for recreation, — for smoking, telling 
yarns, &c., on the forecastle; things which are not allowed 
during the day. 

Calling the Watch. — As soon as eight bells are struck, 
the officer of the watch gives orders to call the watch, and one 
of the crew goes to the scuttle, knocks three times, and calls 
out in a loud voice, " All the starboard (or larboard) watch, 
ahoy ! " or, " All starbowlines, ahoy ! " or something of the 
kind, and adds, "Eight bells," or the hour; usually, also, a 
question, to know whether he is heard, as, " Do you hear the 
news there, sleepers ? " Some one of the watch below must 
answer, " Ay, ay ! " to show that the call has been heard. The 
watch below is entitled to be called in a loud and audible 
voice, and in the usual manner ; and unless called, they can- 
not be expected to come up. They must also turn out at once 
and come on deck as soon as they are called, in order that the 
other watch may go below, especially as they are never called 
until the hour has expired, and since some minutes are allowed 
for turning out, dressing, and getting on deck. The man 
whose turn it is to take the helm goes immediately aft, and 
ought to be the first on deck, as the two hours* duty at the 
helm at night is tedious, and entitles a man to be speedily re- 
lieved. It is considered a bad trait in a man to be slack in 
relieving the helm. The relieving the helm is also the sign 
that the watch is changed, and no man is permitted to go 



MISCELLANEOUS. 160 

below until that has been done. It is a man's watch on deck 
so long as one of his watch is at the wheel. 

Bells. — The time at sea is marked by bells. At noon, eight 
bells are struck, that is, eight strokes are made upon the bell ; 
and from that time it is struck every half-hour throughout 
the twenty-four, beginning at one stroke and going as high 
as eight, adding one at each half-hour. For instance, twelve 
o'clock is eight bells, half past twelve is one bell, one o'clock 
is two bells, half past one three bells, and so on until four 
o'clock, which will be eight bells. The watch is then out, and 
for half past four you strike one bell again. A watch of four 
hours therefore runs out the bells. It will be observed, also, 
that even bells come at the full hours, and the odd bells at the 
half-hours. For instance, eight bells is always twelve, four, 
or eight o'clock ; and seven bells always half past three, half 
past seven, or half past eleven. 

The bells are sounded by two strokes follow^ing one another 
quickly, and then a short interval; after w^hich, two more ; 
and so on. If it is an odd number, the odd one is struck alone, 
after the interval. This is to make the counting more sure 
and easy; and, by this means, you can, at least, tell whether 
it is an hour or a half-hour. 

Helm. Neither the master nor mates of a merchant vessel 
ever take the helm. The proper helmsmen are the able and 
ordinary seamen. Sometimes the carpenter, sailmaker, «\:c.. 
if they are seamen, are put at the helm ; also the boys, in 
light winds, for practice. Each watch steers the ship in it< 
turn, and the watch on deck must supply the helmsman, even 
Avhen all hands are called. Each man stands at the helm two 
hours, which is called his trick. Thus, there are two tricks in 
a watch. Sometimes, in very cold weather, the tricks arc 
reduced to one hour; and, if the ship steers badly, in a gale ol 
wind, two men are sent to the wheel at once. In this case, 
the man w^lio stands on the Aveather side of the wheel is the 
responsible helmsman, the man at the lee wheel merely as- 
sisting him by heaving the wheel Avhen necessary. 

The men in the watch usually arrange their tricks anioiiL: 
themselves, the oflicers being satisiied if there is always a 
man readv to take the wheel at the proper time. In steering, 
15 



170 Mlsv■l^M.A^Ko^s. 

tho hohnsiuan stan^ls on tho \voatl\tM* ^iilo oi' a wl\ot»l ami on tlio 
loo sido o( a tillor. l^iit whon stoorini;- by tillor-ropos with no 
hitch rouiul tho tilh»r-hoad, or with a taoklo, as in a hoavy 
iralo and bad soa, Avhon it is nooossary to oaso tho hohn a i::ood 
doal, it is boltor to stand n[i to w indwanl and stoor by tho 
parts ot'tho taoklo or tillor-ropos. 

In roliovini:: tiio whool, tho n\an >hould oiuno aft on tho loo 
sido ot' tho quartor-dook, (as indood ho alw ays shonKl nnloss 
his dntv lios to windward,^ ijfo to tho whotd lu^hind the hohns- 
nian and tako hold ot' tho s}>ok(\<, so as to havt^ tlu* whotd in 
iHMnniand whon tho otl\or lots i^o. Kolbro lottiniv «io, the 
lioln\sn\an should i^ivo tho oourso to the man that roliovos 
him in an audible voire, and tho now man should ivpeat it 
aloud just as it was liiven, so as to make it sure that he has 
hoard oorroetly. This is i^spiH'iallv noeossarv, siuv'o tht^ pcMUis 
and halt* points are so muoh alike that a mistake miiiht easily 
be made. It is the duty of tlio otVioer o( the watoh to W pres- 
ent when tho wheel is relieved, in order to see tliat the course 
is eorreotly reported and understood : whioh is another reasoa 
whv tho course should ho spoken by lH>th in a loud tone. It i*< 
unseau\anlike and reprehensible to answer, "Ay, ay !" or, '• I 
imdorstand," or the like, instead oi' repeating the course. 

It* a vessel is sailiui^ close-hauled and does not lay her course, 
the order is, *' Full and by !" which u\eans, by the wind, yet 
all full. If a vessel hiys her course, the order then is her 
course, as N. W. by W., E. by 8., and the like. 

When a man is at the wheel, he has nothiui; else to attend 
to but steering the ship, and no conversation should be allowed 
with him. If he wishes to be relieved during his trick, it 
should not be done Avithout the permission o( the olllcer, and 
the sau\e form oi' giving and repeating the course should be 
gone through, though he is to be absent from the helm but a 
minute or two. 

If an order is given to the man at the wheel as to his steering, 
he should always repeat the order, distinctly, tliat the ollicer 
may be sure he is understcx>d. For instance, if the order is a 
new course, or, ** Keep her olV a point ! " " LutVa little ! *' '* Ease 
her ! " *' Meet her ! " or the like, the man should answer by re- 
peating the course or the order, as '' hutVa little, sir,*' " Met:t 



MISCELLANEOUS. 171 

her, sir," &c., and should not answer, '' Ay, ay, sir ! " or simply 
execute the order as he understands it. This practice of re- 
peating every, even the most minute order at the wheel, is 
well understood among seamen, and a failure or refusal to do 
so is an offence sometimes leading to disagreeahle results. 

If, when the watch is out and the other watch has been call- 
ed, all hands are detained for any purpose, as, to reef a top- 
sail, to set studdingsails, or the like, the helm should not be 
relieved until the Avork is done and the watch ready to go 
below. 

Answering. — The rule has just been stated which requires 
a man at the wheel to answer by repeating distinctly the order 
given him. The same rule applies to some other parts of a 
seaman's duty, though to none so strictly, perhaps, as to that. 
In tacking, where the moment of letting go a rope or swinging 
a yard is very important, the order of the master is always re- 
peated by the officer on the forecastle. This enables the mas- 
ter to know whether he is heard and understood, to repeat his 
order if it is not answered at once, and to correct any mistake, 
or obviate some of its consequences. The same may be said 
generally of every order to the proper or instant execution of 
which unusual importance is attached. If, for instance, a man 
is stationed by a rope to let it go upon an order given, if an 
order is addressed to him which he supposes to be for that 
purpose, he should answer, " Let go, sir ! " and usually adds, 
"All gone!" as soon as it is done. Green hands should bear 
in mind that whenever an order is of a kind which ought lo be 
repeated, it must be so, without reference lo a man's distance 
from the officer who gives the order, but just as much if stand- 
ing a few feet from him as if at the mast-head, since, upon 
the whole, the chance of misapprehension is not much less in 
one case than in the other. 

The common run of orders, however, are sufficiently an- 
swered by the usual reply of "Ay, ay, sir!" which is the pro- 
per seaman's answer, where the repetition of the order is not 
necessary. But some answer or odier should ahrai/s he rjiaile to 
an order. This is a rule difficult to impress upon beginners, 
but the reasonableness of it is obvious, and it is well under- 
stood among all seafaring persons; and even though an offi- 



172 MISCELLANEOUS. 

cer should see that the man was executing his order, he still 
would require, and has a right to demand a reply. The rule 
is as strictly observed by the master and officers between 
themselves, as it is required by them of the men ; for the rea- 
son is the same. It is almost unnecessary to say that the ad- 
dition ' Sir ' is always to be used in speaking to the master or 
to either of the mates. The mates in their turn use it to the 
master. * Mr.' is always to be prefixed to the name of an 
officer, whether chief or second mate. 

In well-disciplined vessels, no conversation is allowed among 
the men when they are employed at their work ; that is to 
say, it is not allowed in the presence of an officer or of the 
master; and although, when two or more men are together 
aloft, or by themselves on deck, a little low conversation might 
not be noticed, yet if it seemed to take off their attention, or 
to attract the attention of others, it would be considered a 
misdemeanor. In this respect the practice is different in dif- 
ferent vessels. Coasters, fishermen, or small vessels on short 
voyages, do not preserve the same rule ; but no seaman Avho 
has been accustomed to first class ships will object to a strict- 
ness as to conversations and laughing, while at day's work, 
very nearly as great as is observed in a school. "While the 
crew are below in the forecastle, great license is given them ; 
and the severest officer will never interfere with the noise and 
sport of the forecastle, unless it is a serious inconvenience to 
those who are on deck. In working ship, when the men are 
at their stations, the same silence and decorum is observed. 
But during the dog-watches, and when the men are together 
on the forecastle at night, and no work is going forward, 
smoking, singing, telling yarns, &c., are allowed; and, in 
fact, a considerable degree of noise and skylarking is permitted, 
unless it amounts to positive disorder and disturbance. 

It is a good rule to enforce, that whenever a man aloft 
wishes anything to be done on deck, he shall hail the officer 
of the deck, and not call out, as is often done, to any one whom 
he may see about decks, or generally to have a thing done by 
whoever may happen to hear him. By enforcing this rule the 
officer knows what is requested, and may order it and see that 
it is done as he thinks fit; whereas, otherwise, any one about 



J 



MISCELLANEOUS. 173 

decks, perhaps a green hand, may execute the order upon hi^ 
own judgment and after his own manner. 

Stations. — The proper place for the seamen when they are 
on deck and there is no work going forward, is on the fore- 
castle. By this is understood so much of the upper deck as is 
forward of the after fore-shroud. The men do not leave this 
to go aft or aloft unless ship's duty requires it of them. In 
working ship, they are stationed variously, and go Avherever 
there is work to be done. The same is the case in working 
upon rigging. But if a man goes aft to take the wheel, or for 
any other purpose which does not require him to go to wind- 
ward, he will go on the lee side of the quarter-deck. 

Food, Sleep, &c. — The crew eat together in the forecastle, 
or on deck, if they choose, in fine weather. Their food is 
cooked at the galley, and they are expected to go to the galley 
for it and take it below or upon the forecastle. The cook puts 
the eatables into wooden tubs called " kids," and of these there 
are more or less, according to the number of men. The tea 
or coffee is served out to each man in his tin pot, which he 
brings to the galley. There is no table, and no knives nor 
forks to the forecastle ; but each man helps himself, and fur- 
nishes his own eating utensils. These are usually a tin pot 
and pan, with an iron spoon. 

The usual time for breakfast is seven bells, that is, half past 
seven o'clock in the morning. Consequently, the watch below 
is called at seven bells, that they may get breakfast and be 
ready to take the deck at eight o'clock. Sometimes all hands 
get breakfast together at seven bells ; but in bad weather, or if 
watch and watch is given, it is usual for the watch below to 
breakfast at seven bells, and the watch on deck at eight bells, 
after they are relieved. The dinner hour is twelve o'clock, if 
all hands get dinner together. If dinner is got ' by the watch,* 
the watch below is called for dinner at seven bells (half past 
eleven,) and the other watch dine wlien thev go below, at 
twelve. 

If all hands are kept in the afternoon, or if both watches get 
supper together, the usual hour is three bells, or half past five ; 
but if supper is got by the watch, three bvll< i< the liine for 
one watch and four for the other. 
15-^ 



174 MISCELLANEOUS. 



In bad weather, each watch takes its meals during the watch 
below, as, otherwise, the men would be liable to be called up 
from their meals at any moment. 

As to the time allowed for sleep ; it may be said, generally, 
that a sailor's watch below is at his own disposal to do what 
he chooses in, except, of course, when all hands are called. 
The meal times, and time for washing, mending, reading, 
writing, &c., must all come out of the watch below; since, 
whether there is work going forward or not, a man is consid- 
ered as belonging to the ship in his watch on deck. At night, 
however, especially if watch and watch is not given, it is the 
custom in most merchant vessels, in good weather, to allow 
the watch to take naps about the decks, provided one of them 
keeps a look-out, and the rest are so that they can be called 
mstantly. This privilege is rather a thing winked at than 
expressly allowed, and if the man who has the look-out falls 
asleep, or if the rest are slow in mustering at a call, they are 
all obliged to keep awake. In bad weather, also, or if near 
land, or in the track of other vessels, this privilege should not 
be granted. The men in each watch usually arrange the 
helms and look-outs among themselves, so that a man need 
not have a helm and a look-out during the same watch. A 
man should never go below during his watch on deck, without 
permission ; and if he merely steps down into the forecastle 
for an instant, as, to get his jacket, he should tell some one, 
who may speak to him at once, if the watch is called upon. 



1 



PART III. 



LAWS RELATING TO THE PRACTICAL DUTIES OF MAS- 
TER AND MARINERS. 

CHAPTER I. 

THE VESSEL. 

Title. Bill of sale. Registry. Enrolment. License. Documents. 
Certificate. Passport. Sea-letter. List of crew. Bill of health. 
General clearance. Clearing manifest. Invoice. Bill of lading. 
Charter-party. Log-book. Manifest. List of passengers and crew. 
Remaining sea-stores. Medicine-chest. Provisions. 

Title.* — The bill of sale is the proper evidence of title to 
all vessels. It is the instrument of transfer which is used in 
all maritime countries, which courts of law look to for proof 
of title, and which is in most cases absolutely required.^ 

Possession of the vessel should also accompany the bill of 
sale, whenever it is practicable. If the bill of sale is trans- 
ferred while the vessel is at sea, possession should be taken 
immediately upon her arrival in port. The fact of the bill 
of sale being with one person and the actual possession of the 
vessel with another, after there has been an opportunity to 
transfer it, will raise a presumption of fraud, and make the 
parties liable to losses and difficulties in dealing with cred- 
itors, and such as purchase in good faith. ^ 

Registry, Enrolment, and License. — The laws of the 
United States have given many privileges to vessels built, 

* The Act 1850, ch. 27, provides tliat no bill of sale, mortgage, or other 
conveyance, (except a bottomry bond, made abroad, for necessaries,) shall 
be valid against any but parties thereto, ami their representatives and 
assigns, unless it be recorded where the vessel is registered or enrolled. 
It also requires (sec. 5) that all bills of sale of registered or enrolled ves- 
sels shall specify the share of the vessel owned by each person ^\ho is a 
party to the bill of sale. 

"^ 5 Rob. Ad. 155. 1 MasoU; 130; 2 do. l^r. ; 4 do. :V)0. Hi Mass. 3ot".. 
7 Johns. 308. But see 8 Pick. 89. 16 Mass. 003. 

*>4 Mass. GG3. 4 Mason, 183. 9 Pick. 4. Mass. 422 ; 15 do. 477 ; 
18 do. 389. 



176 THE VESSEL. 

owned and commanded by our own citizens. Such vessels 
are entitled to be registered, enrolled or licensed, according to 
circumstances, and are thereupon considered " vessels of the 
United States, entitled to the benefits and privileges apper- 
taining to such ships." The only vessels entitled to a register 
are those built in the United States and owned wholly by citi- 
zens thereof; vessels captured in war by our citizens, and con- 
demned as prizes ; and vessels adjudged to be forfeited for 
breach of the laws of the United States, being wholly owned 
by such citizens. No owner is compelled to register his 
vessel, but unless registered (with the exception of those 
enrolled and licensed in the coasting and fishing trades) she 
is not entitled to the privileges and benefits of a " vessel 
of the United States," although she be built, owned and com- 
manded by citizens thereof.'' 

Vessels employed wholly in the whale-fishery, owned by 
an incorporated company, may be registered, so long as they 
shall be wholly employed therein.^ If not so owned and 
registered, they must be enrolled and licensed.^ 

The name of every registered vessel, and the port to which 
she belongs, must be painted on her stern, on a black ground, 
in white letters, of not less than three inches in length. And if 
any registered vessel is found without her name and the name 
of her port so painted, the owners thereof forfeit fifty dollars.^ 

In order to the obtaining of a register, oath must be made 
that the master is a citizen of tbe United States.^ If the mas- 
ter of a registered vessel is changed, or if the vessel's name 
is altered, such fact must be endorsed upon the register at the 
custom-house, otherwise she will cease to be considered a 
vessel of the United States. ^ 

If any certificate of registry is fraudulently or knowmgly 
used for any ship or vessel not at the time entitled to it, such 
ship or vessel, with her tackle, apparel and furniture, shall be 
forfeited to the United States :^ If an enrolled or licensed ves- 

a Act 1792, ch. 45, §1. b Act 1831, ch. 350, §1. 

c 3 Sumner, 342. 2 Law Rep. 146 contra, 
d Act 1792, ch. 45, §3. e Do. §4, §12. 

* The Act 1850, ch. 27, requires oath also to be made to the parts and 
proportions of ownership in every vessel registered or enrolled. 
f Act 1792, ch. 45, §23. g Do. §27. 



THE VESSEL. 177 

sel is about to proceed on a foreign voyage, she must surrender 
her enrolment and license, and take out a register, or she, to- 
gether with her cargo, will be liable to forfeiture.^ In case of 
the loss of a register, the master may make oath to the fact, 
and obtain a new one. 

All vessels engaged in the coasting and fishing trades, 
above twenty tons' burden, in order to be entitled to the privi- 
leges of vessels of the United States in those trades, must 
be enrolled and licensed ; and if less than twenty tons, must be 
licensed.^ The same qualifications and requisites in all 
respects are demanded in order to the enrolling and licensing 
of a vessel, which are required for registering.*^ The name 
must be painted on the stern in the same manner, under 
penalty of $20.'^ 

If any vessel licensed for the fisheries engages in any other 
business not expressly allowed by the license, she is for- 
feited.® Vessels, however, licensed for the mackerel trade 
are not forfeited in consequence of having been engaged in 
catching cod, or other fish ; but they are not entitled to the 
bounty allowed to vessels in the cod fisheries.*" The officers 
and at least three fourths of the crew of every fishing vessel 
must be American citizens, or they can recover none of the 
bounties." 

Documents. — Every registered vessel should have a cct' 
tificate of registry,^ This is an abstract of the record of 
registry, showing the names and residences of the owners, the 
place where the vessel was built, with a particular description 
of the vessel. This document shows the national character 
of the vessel, and is important to prove neutrality in time 
of war between other powers. For the same reasons, an 
enrolled vessel should have a certificate of enrolments Ves- 
sels bound to Europe should have pas.^^ports. A passport is a 
permission from the government for the vessel to go upon her 
voyage, and contains a description of the vessel, crew, fee, 
and the name of the master. Vessels bound round Cape 

» Act 1793, ch. 52, §S. bDo. §1. <^ Do. §2. ^Do. §11. 

• Act 1793, ch. 52, §32. f Act.^ 1S2S, ch. 119, §1, and 1S36, ch. :>:>. §1. 

i Act 1817, ch. 204, §3. b 4ct 1792, ch. 45 » Act 1793, ch. 52. 



178 THE VESSEL. 

Horn or the Cape of Good Hope should have sea-letters. 
These contain a description of the cargo, &;c., and are written 
in four languages — English, French, Dutch and Spanish. 
The two latter documents are rendered necessary or expedi- 
ent by reason of treaties with foreign powers. Every vessel 
should havvj a list of crew. This specifies the name, age, 
place of birth and residence, &c., of each one of the ship's 
company; and is, of course, very useful when sailing among 
belligerents. The other documents are the hill of healthy 
general clearance, clearing manifest, invoice and hill of lading 
for the cargo, charter-party, if one has been given, and the 
log-hook. On entering at the custom-house, the papers 
required in addition to these are the manifest, list of passengers 
and crew, and of remaining sea-stores. 

Medicine-chest. — Every vessel beloDging to citizens of the 
United States, of the burden of one hundred and fifty tons or 
upwards, navigated by ten or more persons in the whole, and 
bound on a foreign voyage, must be provided with a medicine- 
chest, put up by some apothecary of known reputation, and 
accompanied by directions for using the same. This chest 
must be examined and refitted by the same or some other 
apothecary at least once in a year.* The same rule applies to 
vessels of seventy-five tons and upwards, navigated by six 
persons in the whole, and bound to the West Indies.^ 

National Character of Crew. — In order to be placed 
■jpon the most favorable footing as to duties, bounties, fee, it 
is necessary that the master, officers, and two thirds of the 
rest of the crew of vessels in the foreign trade, and officers 
and three fourths of the crew of fishing and coasting vessels, 
should be citizens, or "persons not the subjects of any foreign 
prince or state. '"^ Nevertheless, while foreigners are em- 
ployed in our vessels, they are under the protection of our 
laws as " mariners and seamen of the United States."^ 

Provisions. — Every vessel of the United States bound on 
a voyage across the Atlantic, shall, at the time of leaving the 
last port from which she sails, have on board, well se mred 

» Act 1790, ch. 56, §8. b Act 1805, ch. 88, §1. 

e Act 1817, ch. 204, §3, 5, 6. d 3 Sumner, 115. 



master's eelation to vessel and cargo. 179 

under deck, at least sixty gallons of water, one hundred pounds 
of salted beef, and one hundred pounds of wholesome ship 
bread, for every person on board, (over and above any stores 
that the master or passengers may have put on board;) and 
in like proportions for shorter or longer voyages. If any 
vessel is not so provided, and the crew are put upon short 
allowance of bread, flesh or water, they can recover an ad- 
ditional day's wages for every day they are so allowanced.* 

Passengers.- -The same provision, with the addition of 
one gallon of vinegar, must be made for every passenger; 
and if, in default of these, the passengers are put on short 
allowance, each passenger can recover three dollars for every 
day he is so allowanced.'' 

If any vessel takes on board a greater number of passengers 
than two for every five tons, custom-house measurement, the 
master forfeits $150 for every such passenger; and if the 
number by which they exceed two for every five tons shall 
amount to twenty, the vessel becomes forfeited ."^ 



CHAPTER II. 



THE MASTER S RELATION TO VESSEL AND CARGO. 

Revenue duties and obligations. List of crew. Certificate. Sea letter. 
Passport. List of passengers. Manifest. Sea stores. Unloading, 
Post-office. Report. Citizenship. Coasting license. Power to sell 
and hypothecate. Keeping and delivering cargo. Deviation. Col- 
lision. Pilot. Wages and advances. 

Revenue Duties and Obligations. — The master of every 
vessel bound on a foreign voyage, before clearance, must give 
to the collector of the customs a list of the crew, specifying 
their names, places of birth and residence, and contain inix ^i 
description of their persons; whereupon he is entitled to a 

a Act 1790, ch. 56, §0. b Act 1819, ch. 170, §3. ' Do. §1, :. 



180 master's relation to 

certified copy of the same from the collector. This copy he 
must deliver, under a penalty of $400, to the first boarding 
oflicer upon his arrival in the United States, and produce the 
persons named therein, unless the same have been discharged 
in a foreign country, with the consent of the consul or other 
commercial agent thereto certified in writing under his hand 
and official seal; or by showing that they have died or 
absconded, or been impressed into foreign service.* The 
duplicate list of the crew shall be a fair copy, in one uniform 
handwriting, without erasure or interlineation.^ 

The owners must also obtain from the collector of the cus- 
toms a certified copy of the shipping articles. This must be 
produced by the master before any consul or commercial agent 
who may demand it, and all erasures in it or writings in a 
difierent hand shall be deemed fraudulent, unless satisfactorily 
explained.^ 

The master of every vessel of the United States, on arriving 
at a foreign port, must deposit with the consul, or other com- 
mercial agent, his certificate of registry, sea letter, and pass- 
port (if he have one,) under a penalty of $500. The consul 
returns them to him, upon his obtaining a clearance.^ 

Upon arriving in the United States, the master must report 
to the collector a list of passengers, specifying their names, 
age, sex, occupation, the country of which they are citizens, 
and that in which they intend to reside. This is under a 
penalty of $500.« 

Vessels arriving from foreign ports must unlade and deliver 
their cargoes between sunrise and sunset, unless by special 
permission of the collector of the port. 

In making out manifests of cargoes, the master must 
specify what articles are to be deemed sea stores, and declare 
the same upon oath. If the collector deems the amount 
excessive, he may charge them with a duty. If the cargo is 
found to exceed the manifest, the excess is forfeited to the 
government, and the master is liable to pay treble the 
amount.'' 

a Act 1803, ch. 62, §1. b Act 1840, ch. 28, §1. « Do. 

d Act 1803, ch. 62, §2. « Act 1819, ch. 170, §4. ^ Act 1799, ch. 128, §45. 



VESSEL AND CARGO. 181 

If the master land any of the sea stores^ without first 
obtaining a permit, such stores are forfeited, and the master 
becomes liable to pay treble the value of them.* 

The master subjects himself to a fine of $200 if the vessel 
departs on a foreign voyage without a passport. 

It is the duty of the master, coming from a foreign port, to 
have a manifest of cargo and a copy of the same made out 
and ready for delivery to any ofldcer of tbe customs who may 
board the vessel within four leagues of the coast.'' Unless 
this manifest is produced, no merchandise can be unloaded 
from the vessel. The manifest shall specify the port wheie 
the merchandise was received, the port to which it is 
consigned, the name, build and description of the vessel, with 
the name of the master and owner, the marks and numbers of 
each package of goods, with the name of the consignee; 
and also the names of the passengers with their baggage, and 
the account of all remaining sea stores.^ 

If any goods are unladed within four leagues of the coast, 
or within the limits of any district, without authority from 
the proper oflfiicer, except in case of accident or necessity — 
which must be strictly proved — such goods are forfeited, and 
the master and mate incur, respectively, a penalty of $1000 for 
each offence.** 

If the master refuses to exhibit his manifest and deliver a 
copy of the same to the boarding officer, or to inform him of 
the true destination of the vessel, he incurs a penalty of $500 
for each offence.® 

The master must deposit all his letters in the post-office 
before entering his cargo; and if he shall break bulk before 
depositing his letters, he forfeits $100 for each offence.' 

If any merchandise is imported into the United States not 
contained in the manifest, the master of the vessel forfeits 
a sum equal to the value of such mercliandise ; and if any of 
it belongs or is consigned to the master, or to any officer or 
seaman on board, it becomes forfeited; unless it sliall ho 



a Act 1799, ch. 128, §45. 


l> Do. §23. 


■^^ Act IS19, ch. 170. §4. 


d Act 1799, ch. 12S, §27. 


e Do. §26. 


'Act 1S23, ch. 273. §17, 


16 







182 master's relation to 

made to appear that the omission occurred by accident or 
mistake."^ 

The master of a vessel arriving from a foreign port must 
report himself to the collector within twenty-four hours, and 
within forty-eight hours he must make a further and more 
particular report, in writing, under penalty of $100; and if 
he shall attempt to leave the port without entry he forfeits 



If any articles reported in the manifest are not found on 
board, the master forfeits $500, unless it shall be made to 
appear that the same was caused by accident or mistake. 

The master of every vessel bound on a foreign voyage must 
deliver a manifest of cargo to the collector, and obtain a clear- 
ance, under penalty of $500. <^ 

The master of every vessel enrolled and licensed in the 
coasting trade must be a citizen of the United States ; and if 
the vessel trades to any other than an adjoining state, three 
fourths of the crew must be citizens. If the master of a 
coasting vessel is changed, such change must be reported to 
the collector of the port where the change is made.'^ 

The master of every coasting vessel must deliver up his 
license within three days after it expired, or, if the vessel was 
then at sea, within three days after her first arrival thereafter, 
under a penalty of $50. 

The master of a coasting vessel departing from one great 
district to another, must deliver to the collector duplicate 
manifests of all the cargo on board, under penalty of $50 ; and 
within forty-eight hours after his arrival at the port of delivery, 
and before breaking bulk, he must deliver to the collector the 
manifest certified to by the collector of the former port, under 
penalty of $100.^ If the vessel shall at any time be found 
without a manifest on board, the master forfeits $20, and if 
he refuses to inform the oflScer of his last port of departure, he 
forfeits $100.^ 

Power to sell and hypothecate. —The master has, in 
certain cases, power to hypothecate the ship and cargo, and 

» Act 1799, ch. 128. §24. b Do. §30. c £)o. §3. 

d Act 1793, ch. 52, §12. e Do. §17. f Do. §18. 



VESSEL AND CARGO. 183 

also to sella part of the cargo; and in certain extreme cases a 
sale of the ship and cargo, made from necessity, and in the 
utmost good faith, will be upheld. His right to do any of 
these acts is confined to cases of necessity, in distant ports, 
where he cannot get the advice of the owner. The safest rule 
for the master is, to bear in mind that his duty is to proseaUe 
the voyage^ and that all his acts must be done for this purpose, 
and in good faith. If a necessity arises in a foreign port for 
the repairing or supplying of the ship, he must, in the first 
instance, make use of any property of the owner he may have 
under his control, other than cargo. ^ If, however, he has 
money of the owner in his hands, put on board for the purpose 
of procuring a cargo, he is not bound to apply this first ; but 
must use his discretion, bearing in mind that all repairs have 
for their sole object the prosecution of the voyage, v/hich 
might be defeated by making use of these funds. ^ His next 
recourse should be to the personal credit of the owner, by 
drawing bills, or otherwise.'^ 

If these means fail, he is next to hypothecate (that is, pledge) 
the ship (bottomry,) or cargo (respondentia,) or freight, or sell 
part of the cargo, according to circumstances. If the owner of 
the ship is also owner of the cargo, the better opinion seems to 
be, that the master may take whichever of these means can be 
adopted with the least sacrifice of the owner's interest ; though, 
probably, selling part of the cargo would in almost all cases be 
the least favorable course for all the purposes of the voyage."^ 
If the owner of the ship is not owner of the cargo, the master 
should bear in mind that he is agent of the former, and has 
generally no further control over the cargo than for safe keep- 
ing and transportation.^ He should, therefore, first exhaust 
the credit of the ship and freight by hypothecation; and if 
these means fail, he then becomes, by necessity, agent for the 
owners of the cargo for the purposes of the voyage, and may 
hypothecate the whole, or sell a part, according to circum- 
stances. As to selling part, he should rouiombor that his 
duty is to carry forward the objects of the voyage, and that 

* 3 Mason, 255. ^ Do. ^- C Wash. C. C. •::••. 

d 2 Wash. C. C. 22G. 'Do. 



184 master's relation to 

selling a large part would probably impair these objects more 
than hypothecating the whole. ^ 

In no case can any of the cargo be sold or hypothecated to 
repair or supply the ship, unless these repairs and supplies are 
to be for the benefit of the cargo. The strictest proof is always 
required that the repairs were in the first place necessary, and, 
in the next place, that they were for the benefit of the cargo, 
and not merely for the good of the ship-owner.^ 

A further question arises, whether the master has ever, and 
when, the right to sell the whole cargo and the ship itself. 
If it should be impossible to repair the ship and send her on 
the voyage by any of the means before mentioned, it then 
becomes the master's duty to forward the cargo to the port of 
destination by some other conveyance. If neither of these 
things can be done, then he becomes, from necessity, agent of 
the owner of the cargo, and must make the best disposition of 
it in his power. If the goods are perishable, the owner can- 
not be consulted within a reasonable time, and has no agent 
in the port, and something must be done with the cargo, and 
there is no one else to act — then the master must dispose of 
it in such a way as best to subserve the interest of its owner. 
He should take the advice of the commercial agent or other 
suitable persons, should also use his own judgment and act 
with good faith, and take care to preserve evidence that he 
has so done. If all these requisites are not complied with, 
he will incur the danger of having his acts set aside.*^ 

The rule as to the sale of the ship is very nearly the same, 
except that it is, perhaps, still more strict. If all means for 
repairing the vessel and sending her on her voyage have 
failed, and a case of absolute necessity arises, the master may 
make a sale of her. As a prudent man, he should have 
the sale made, if possible, under the authority of the judicial 
tribunals of the place. Even this will not, of itself, render the 
sale valid, but will go far toward sustaining it. He should 
consult the consul, or other suitable persons ; should have a 
survey made ; should take care to have the sale conducted 



a 3 Mason, 255. 1 Wash. C. C. 49 ; 2 Do. 226. 3 Rob. 240. 

b 2 Wash. 226. 3 Rob. 240. c 2 Wash. C. C. 150. 3 Rob. 240, 



VESSEL AND CARGO. 185 

publicly and with the best faith in all parties, and to preserve 
evidence of the same. Although a person should buy in good 
faithj yet the sale v^ill be set aside unless it can be shown that 
there was the strictest necessity for it. The master must not 
become a purchaser himself, and even if he afterwards buys 
of one who purchased at the sale, this transaction will be 
very narrowly watched, and he will be bound to show the very 
highest good faith in all parties.^ 

The strictness of these rules should not deter the master 
from acting, where the interest of all requires it, but will show 
him the risk that is run by acting otherwise than with pru- 
dence and entire honesty. He should remember, too, that, 
in taking command of a vessel, he not only covenants that 
he will act honestly and with the best of his judgment, but 
also holds himself out as having a reasonable degree of skill 
and prudence.^ 

As to the safe keeping, transportation, and delivery of the 
cargo, the master's duties and obligations are those of a com- 
mon carrier upon land. He is bound to the strictest diligence 
in commencing and prosecuting the voyage, a high degree of 
care both of vessel and goods, and is held liable for all losses 
and injuries not occasioned by inevitable accident, or by the 
acts of public enemies. He is answerable also for unneces- 
sary delays and deviations, and for the wrongful or negligent 
acts of all persons under his command. At the termination 
of the voyage, he must deliver the goods to the consignee or 
his agents. A landing upon the wharf is a sufficient delivery, 
if due notice be given to the parties who arc to receive tlicm. 
He is not, however, bound to deliver until the freight due is 
paid or secured to his satisfaction, as he has a lien upon the 
goods for his freight; but the consignee can require the goods 
to be taken from the hold, in order that he may examine them, 
before paying freight. In such case tliey should not go out 
of the possession of the master or his agents. 

Deviation. — The master must not deviate from the cui:r>r 
of the voyage. By a deviation is meant, technically, any 
alteration of the risk insured against, without necessity or 

* 5 Mason, 465. 2 Sumner, 200. Edwunls, ll7. M \\\\l\<, U-4 

16^ 



186 master's relation to 

reasonable cause. It may be by departing from the regular 
and usual course of the voyage, or by any unusual and un- 
necessary delay. A deviation renders the insurance void, 
whether the loss of the vessel is caused by the deviation or 
not. It is not a deviation to make a port for repairs or sup- 
plies, if there be no unnecessary delay, nor to depart from the 
course of the voyage in order to succor persons in distress, to 
avoid an enemy, or the like. 

It is the master's duty, within twenty-four hours after 
arriving at his first port, to make a 'protest in case of any acci- 
dent or loss happening to vessel or cargo. The log-book also 
should be carefully kept, without interlineations or erasures. 
The master must also enter a protest in case any American 
seaman is impressed, and transmit a copy of the same to the 
secretary of state, under a penalty of $100.^ 
, Collision. — A vessel having the wind free must make way 
for a vessel close-hauled. The general practice is, that when 
two vessels approach each other, both having a free or fair 
wind, the one with the starboard tacks aboard keeps on her 
course, or, if any change is made, she luffs, so as to pass to 
windward of the other; or, in other words, each vessel passes 
to the right. This rule should also govern vessels sailing on 
the wind and approaching each other, when it is doubtful 
which is to windward. But if the vessel on the larboard tack 
is so far to windward that if both persist in their course the 
other will strike her on the lee side, abaft the beam, or near 
the stern ; in such case, the vessel on the starboard tack must 
give way, as she can do so with less loss of time and greater 
facility than the other. These rules are particularly intended 
to govern vessels approaching each other under circumstances 
that prevent their course and movements being readily dis- 
cerned with accuracy, as at night or in a fog. At other times, 
circumstances may render it expedient to depart from them. 
A steamer is considered as always sailing with a fair wind, 
and is bound to do whatever Avould be required of a vessel 
going free.^ 

a Act 1796, ch. 36, §5. 

^ Report of Benjamin Rich and others to District Court of Mass. 



PASSENGERS AND OFFICERS. 187 

Pilot. — The master must take a pilot when within the 
usual limits of the pilot's employment." If he neglects or 
refuses so to do, he becomes liable to the owners, freighters, 
and insurers. If no pilot is at hand, he must make signals, 
and wait a reasonable time. The master is to be justified 
in entering port without a pilot only by extreme necessity. 
After the pilot is on board, the master has no more control 
over the working of the ship until she is at anchor.^ 

Wages, Advances, &c. — The master has no lien upon the 
ship for his wages. ^ He is supposed to look to the per- 
sonal responsibility of the owner. He has a lien on freight 
for wages, and also for his advances and necessary expenses 
incurred for the benefit of the ship.^ He can sue in admiralty 
in personam^ but not in rem; — that is, he can sue the owner 
personally, but cannot hold the ship. It does not seem to be 
settled in the United States whether the master has a lien on 
the ship for advances made abroad for the benefit of the ves- 
sel.® In case of sickness, the master's right to be cured at 
the expense of the ship seems to be the same as that of the 
seamen/ 



CHAPTER III. 

THE master's relation TO PASSENGERS AND OFFICERS. 

Treatment of pnssengers. Ilcmoval of officers. 

Passengers. — The contract of passengers with tlie master 
is not for mere ship-room and personal existence on board, 
but for reasonable food, comforts, necessaries, and kindness. 
In respect to females, it extends still further, and includes an 
implied stipulation against obscenity, inunodesty, and a wan* 

« 6 Rob. 31G. 7 T. R. 100. '' '2 \\. & Ad. ;N0. ■^ Kent's Com. \::^ c 

"' 3 Mason, 91. 11 Pet. R. 17r.. ^^ Ware, 110. l>ut see :> Weiui. 314. 
e 3 Mason, 255. ' 1 Sumuer^ 151. 



188 master's relation to 

ton disregard of the feelings. An improper course of conduct 
in these particulars will be punished by the court, as much as 
a personal assault would be.^ 

Officers. — The master may remove either of his officers 
from duty for fraudulent or unfaithful conduct, for gross 
negligence and disobedience, or for palpable incapacity. But 
the causes of removal must be strong and evident;^ and much 
more so in the case of the chief mate than of the second mate. 
Any temporary appointments, made by the master, are held at 
his pleasure, and stand upon a different footing from those of 
persons who originally shipped in the character in question.*^ 

When a man ships in a particular capacity, as carpenter, 
steward, or the like, he is not to be degraded for slight 
causes. He stipulates for fair and reasonable knowledge and 
due diligence, but not for extraordinary qualifications.^ 

The right of the master to compel an officer, who has been 
removed, to do duty as a seaman before the mast, has never 
been completely established; but the better opinion would 
seem to be that he may do it in a case of necessity. Merchant 
vessels have no supernumeraries, and if the master can show 
that the officer was unfit for the duties he had undertaken, and 
thus made it necessary to take some one from the forecastle 
to fill his place, and that, by this means, the ship had become 
short-handed, he may turn the officer forward, assuming the 
responsibility for the act, as well as the risk of justification. 
He would be required to show a much stronger cause for 
removing the chief mate than would be insisted upon in the 
case of a second mate ; and probably this necessity for exact- 
ing seaman's duty would be held to extend no further than an 
arrival at the first port where other hands could be shipped. 

Nothing but evident unfitness or gross and repeated mis- 
conduct will justify the master in turning a person forward 
who shipped in another capacity, as carpenter, cook, or stew- 
ard. But in such cases, he undoubtedly may do so. Still 
when before the mast, he cannot require of them the duty ol 
able seamen, unless they are such in fact. 

» 3 Mason, 242. b 4 Wash. 334. e Gilpin, 83. 

^ 4 Mason, 84. Abbott Shipp. 147 n. Ware. 109. 



THE CREW, . 189 

CHAPTER IV. 

THE master's relation to the crew. 

Shipment. Shipping papers. Discharge. Imprisonment. Punishment. 

Shipment. — The master of every vessel of the United States, 
bound on a foreign voyage, and of all coasting vessels of fifty 
tons burden, must make a contract in writing (shipping 
articles) with each seaman, specifying the voyage, terms of 
time, &c. ; and in default thereof shall forfeit $20 for every 
case of omission, and shall be obliged to pay every such sea- 
man the highest rate of wages that have been paid for such 
voyages at the port of shipment within three months previ- 
ous to the commencement of the voyage.^ And when the 
master ships a seaman in a foreign port, he must take the 
list of crew and the duplicate of the shipping articles to the 
consul or commercial agent, who shall make the proper 
entries thereupon ; and then the bond originally given for the 
return of the men shall embrace each person so shipped. All 
shipments made contrary to this or any other act of Congress 
shall be void, and the seaman may leave at any time, and 
claim the highest rate of wages paid for any man who shipped 
for the voyage, or the sum agreed to be given him at his ship- 
ment.^ 

At the foot of every such contract there shall be a memoran- 
dum of writing of the day and hour on which such seaman 
shall render himself on board. If this memorandum is made 
and the seaman neglects to render himself on board at the 
time specified, he shall forfeit one day's pay for every hour he 
is so absent, provided the master or mate sliall, on the same 
day, have made an entry of the name of such seaman in the 
log-book, specifying the time he was so absent. And if the 
seaman shall wholly neglect to render himself on board, or, 
after rendering, shall desert before sailing, so that the vessel 
goes to sea without him, he then forfeits the amount of his 

» Act 1790, ch. 56, §1. ^ Act 1840, ch. 23, §1. 



ySH master's relation to 

advance and a farther sum equal thereto, both of which may 
be recovered from himself or his surety.* 

There is no obligation upon the master to make these mem- 
orandums and entries, other than that the forfeitures cannot be 
inflicted upon the seamen unless they have been made literally 
according to the form of the statute. 

If any seaman who has signed the articles shall desert dur- 
ing the voyage, the master may have him arrested and com- 
mitted to jail until the vessel is ready to proceed, by applying 
to a justice of the peace and proving the contract, and the 
breach thereof by the seaman.^ 

Every vessel bound on a foreign voyage shall have on board 
a duplicate list of the crew, and a true copy of the shipping- 
articles, certified by the collector of the port, containing the 
names of the crew, which shall be written in a uniform hand, 
without erasures or interlineations. This copy the master 
must produce to any consul or commercial agent of the Uni- 
ted States who shall require it; and it shall be deemed to 
contain all the conditions of the contract. All isasures and 
interlineations shall be deemed fraudulent unless proved to be 
innocent and bona fide. Every master who shall go upon a 
foreign voyage without these documents, or shall refuse to 
produce them when required, shall forfeit one hundred dollars 
far each offence, beside being liable in damages to any seaman 
who may have been injured thereby."^ 

Discharge. — If the master discharges any seaman in a for- 
eign port, with his own consent, he shall pay to the consul 
three months' wages for every such seaman, in addition to the 
wages then due to him, two-thirds to go to the seaman upon 
his taking passage for the United States, and the remainder 
to be retained by the consul to make a fund for the relief of des- 
titute seamen.^ The master of every vessel bound to the Uni- 
ted States shall, upon the request of the consul, take on board 
any seaman and transport him to the United States, on terms 
not exceeding ten dollars for each seaman, under penalty of 

» Act 1790, ch. 56, §2. b Do. §7. ^ Act 1840, ch. 23, §1. 

<i Act 1803, ch. 62, §3. See also Act 1840, ch. 23, §5. 



THE CREW. 191 

one hundred dollars for every refusal. He is not, however, 
bound to receive more than two men to every hundred tons.* 

The whole policy of the United States discourages the dis- 
charge of seamen in foreign ports. If the seaman is dis- 
charged against his consent, and without justifiable cause, he 
can recover his wages up to the time of the vessePs return, to- 
gether with his own expenses. The certificate of the consul 
will not, of itself, prove the sufficiency of the cause of dis- 
charge. Though the seaman shall have made himself liable 
to be discharged, yet if he repents and offers to return to duty, 
the master must receive him, unless he can show a sufficient 
cause of refusal.'^ If the master alleges, as a cause for dis- 
charging a seaman, that he was a dangerous man, it must be 
shown that the danger was such as would affect a man of ordi- 
nary firmness.*^ 

In addition to the master's liability to the seaman, he is 
criminally liable to the government for discharging a mariner 
without cause. The statute enacts that if the master shall, 
when abroad, force on shore or leave behind any officer or 
seaman without justifiable cause, he shall be fined not exceed- 
ing five hundred dollars, or imprisoned not exceeding six 
months, according to the aggravation of the offence.'^ 

Notwithstanding these liabilities, the master may discharge 
a seaman for gross misconduct ; yet the right is very strictly 
construed.® 

Imprisonment. — The master has the right to imprison a sea- 
man in a foreign port, in a case of urgent necessity, but the 
power has always been very closely watched by courts of law. 
*'The practice of imprisoning seamen in foreign jails is one 
of doubtful legality, and is to be justified only by a strong case 
of necessity." *■ *' The master is not authorized to punish a 
seaman by imprisonment in a foreign jail unless in cases of 
aggravated misconduct and insubordination/'- If he does so 
punish him, he is not permitted to deduct his wages during 
the time of imprisonment, nor charge him with the expense 

» Act 1S03, ch. 62, §t. ^ Ware, 65. 4 Mason, 541, d4. 

c Ware, 9. ^ Act lSv>:>, ch. 276, §10. 

• Abbott on Shipp., 147, note. ^' Gilpin, 31. Ware, 19. 
f Ware, 503. 



192 master's kelation to 

of it.* If the imprisonment is without justifiable cause, the 
master is not excused by showing that it was ordered by the 
consul.^ And, generally, the advice of a consul is no justifica- 
tion of an illegal act.*' 

Punishment. — The master may inflict moderate correction 
on a seaman for suflScient cause ; but he must take care that 
it is not disproportionate to the offence. If he exceeds the 
bounds of moderation he is trerated as a trespasser, and is lia- 
ble in damages.^ In respect to the mode of correction, it may 
be by personal chastisement, or by confinement on board ship, 
in irons, or otherwise.® But there must not be any cruelty or 
unnecessary severity exercised. The mode, instruments or 
extent of the punishment are not laid down by law. These 
must depend upon circumstances. In cases of urgent neces- 
sity, as of mutiny, weapons may be used which would be 
unlawful at other times ; but even in these cases, they must be 
used with the caution which the law requires m other cases of 
self-defence and vindication of rightful authority.'' 

It is not necessary that the punishment should be inflicted 
to suppress the offence at the time of its commission. It 
may be inflicted for past offences, and to promote good disci- 
pline on board. But the reference to by-gone acts should be 
very clear and distinct, or they will be presumed to have been 
forgiven.' In many cases prudence may require a postpone- 
ment of the proper punishment. The authority of the master, 
being in its nature parental, must be exercised with a due re- 
gard to the rights and interests of all parties. He has a large 
discretion, but is held to answer strictly for every abuse of it.'* 

* The act of Sep. 28, 1350, ch. 80, sec. 1, contains the following clause: 
" That flogging in the navy, and on board vessels of commerce, be, and the 
same hereby is, abolished, from and after the passage of this act." This 
statute has not yet received a judicial construction ; but it is not supposed 
that under the term " flogging " is included the use of force, or chastise- 
ment, when necessary to secure the instant performance of duty in an exi- 
gency that admits of no delay ; but that it includes only chastisement in 
the way of punishment, inflicted by stripes. 

a Ware 9, 503. b Ware, 367. c Gilpin, 31. 

d 1 Peters' Ad. 186, 172. 2 do. 420. 1 Wash. 316. 

e 1 Peters' Ad. 186, 168. 15 Mass. 365. ^ Same cases. 

s 1 Hagg. 271. b 15 Mass. 365. 3 Day, 294. 



TUE CREW. 193 

The law enjoins upon him a temperate demeanor and decent con- 
duct towards seamen. He risks the consequences, if he com- 
mences a dispute with illegal conduct and improper behavior/ 
In all his acts of correction, he must punish purely for reforma- 
tion and discipline, and never to gratify personal feelings.^' If a 
master generally permits or encourages disorderly behavior in his 
ship, he is less excusable for inflicting unusual punishment on 
account of misconduct arising out of that disorder.*^ If the case 
admits of delay, and the master does not make proper inquiry 
before punishing, he takes the consequences upon himself.'^ 

This power over the liberty and person of a fellow-man, being 
against common right, and intrusted to the master only from pub- 
lic policy, regarding the necessities of the service, is to be spar- 
ingly used, and a strict account will be required of its exercise. 
The master is responsible for any punishment inflicted on board 
the vessel, unless in his absence, or when he is prevented by 
force from interfering.'' Neither will absence always be an ex- 
cuse. If he had reason to suppose that such a thing might be 
done, and did not take pains to be present and interfere, he will 
be liable. Neither (as is often supposed) will the advice, or 
even the personal superintendence or orders, of a consul, or any 
foreign authority, relieve the master of his personal responsibil- 
ity.^ He may ask advice, but he must act upon his own account, 
and is equally answerable for what he does himself, and what he 
permits to be done on board his vessel by others. The seaman 
is entitled to be dealt with by his own captain, under whom he 
shipped, and whom he may hold responsible at the end of the 
voyage ; and this responsibility is not to be shaken off by calling 
in the aid of others. In case of an open mutiny, or of imminent 
danger to life and property, the master may make use of the local 
authorities ; but then he is to remember that he can use them no 
further than for the purpose of quelling the nuitiny, or o( appre- 
hending the felon. As soon as his authority is restored, the 
parental character is again thrt)wn upon him, and all acts of pun- 
ishment must be upon his own responsibility. Ho Ikis no rii:lit 
to punish criminally. He has no judicial power. h" a >o:ini:i i 
has committed an oifence further than against the internal ordv: 
and economy of the ship, and which moderate correct ion is not 

" 4 Wash. 340. " 1 IVl. Aii. lOS. 17;V iiouv 

c Bee, 239. '' I Ui\^^. '271. 

e 2 Sumner, I. Ware, 219. ^ Ware. 3t>7. Gilpin, 31. 

17 



194 master's relation to the crew. 

sufficient to meet, the master must bring him home, (in confine- 
ment, if necessary,) or send him immediately, by some other ves- 
sel, to be tried by the laws, and by a jury of his country.'^ 

The practice of subjecting American seamen to foreign author- 
ity, or to persons whom they cannot w^ell hold answerable, — like 
that of foreign imprisonment, — is an odious one, and must be 
justified by an overpowering necessity. 

A recent statute ^ makes it the duty of consuls to exert them- 
selves to reclaim deserters and discountenance insubordination, 
and authorizes them to employ the local authorities, where it can 
usefully be done, for those purposes. But this will unquestion- 
ably be restricted to the apprehension of the deserter, and the 
quelling of the revolt or mutiny ; and as soon as these ends are 
attained, the sole responsibility of the master in dealing with the 
crew will reattach. 

If the master is present while the mate, or any subordinate 
officer, inflicts punishment upon any of the crew, or if it is 
inflicted under such circumstances as would raise a presumption 
that the master was knowing of it, and he does not interfere, he 
will be held to have adopted it as his own aci;, and will be answer- 
able accordingly.*^ 

In addition to the master's liability to the seamen in damages 
for abuse of power, he is also liable, as a criminal, to fine and 
imprisonment. A recent statute enacts, that *' if any master, or 
other officer, of an American vessel, shall, from malice, hatred, 
or revenge, and without justifiable cause, beat, wound, or im- 
prison, any one or more of the crew of such vessel, or withhold 
from them suitable food or nourishment, or inflict on them any 
cruel or unus^ual punishment, every such person so offending 
shall, on conviction thereof, be punished by fine not exceeding one 
thousand dollars, or by imprisonment not exceeding five years, or 
by both, according to the nature and aggravation of the offence.'"^ 
It is held that the word " crew," in this statute, includes officers ; 
and, accordingly, a master was punished for unjustifiably confin- 
ing and otherwise mal-treating his chief mate.® 

To constitute " malice," in the above statute, it is not neces- 
sary to show malignity, as it is commonly understood, or brutal- 
ity ; but the term, in law, requires no more than a ''wilful 

a 1 Pet. Ad. 16a. b Act 1840, ch. 23, §1. 

<^ 2 Sumner, 1. d Act 1835, ch. 313, §3* 

e 3 Sumner, 209. 



PASSENGERS. 195 

intention to do a wrongful act." An offence is punishable under 
this act, although the passions of hatred or revenge do not corne 
into play; for the term "malice," in law, covers all cases of 
wanton and wilful doing of wrongful acts. But criminal proceed- 
ings against a master are not sanctioned, except in cases of an 
aggravated character. 

If a seaman desires to lay any complaint before a consul, iri a 
foreign port, the master must permit him to land for that pur- 
pose, or else inform the consul immediately of the fact, stating 
his reasons, in writing, for not allowing the man to land. If he 
refuses to do this, he forfeits one hundred dollars, and is liable to 
the seaman in damages.* 



CHAPTER V. 

PASSENGERS. 
Provisions. Treatment. Passage-money. Deportment. Services. 

In Chapter I. of the Third Part, under the title " Provisions," 
it will be seen that the vessel must have on board, well secured 
under deck, at least sixty gallons of water, one hundred pounds 
of salted beef, one hundred pounds of wholesome ship bread, and 
one gallon of vinegur for each passenger, on a voyage across the 
Atlantic, and in like proportion for shorter or longer voyages. 
This, too, must be in addition to the private stores of the master 
or passengers.^' 

The Acts 1817, ch. 10, 1818, ch. 11, ami 181!), ch. Ill, con- 
tain numerous detailed requirements as to the construction and 
provision of passenger vessels, of which the following, it is 
thought, will be found a suHicient sunniKuy. 

A vessel, when eniraged in transporting steerage passengers 
between the United States and l^urope, or ports on the Pacific 
Ocean, shall have a house on deck, for the use of such passen- 
gers, with windows and two doors, so arranged that at least one 

* Act 1840, ch. 23, §1. l> Act 1S19. ch. 170, §3. 



196 PASSENGERS. 

of them may be always open for ventilation. If the vessel is of 
the legal size for carrying one hnndred and fifty passengers, or 
more, she shall have two such houses. If she has three perma- 
nent decks, booby-hatches may be substituted for houses. If she 
can carry, by law, one hundred or more passengers, she shall 
have tw^o ventilators, one forward and the other aft, of the pro- 
portionate size of twelve inches diameter in the clear, for each 
two hundred passengers, more or less. If she carries more than 
fifty passengers, she shall have on deck, for their use, under 
cover, a camboose, of the proportionate size of four feet by one 
foot six inches for every two hundred passengers, more or less. 
The penalty for failure to comply with either of these require- 
ments is two hundred dollars. 

For each steerage passenger, there shall be on board, well 
secured under deck, at the time of leaving the last port from 
whence she sails, at least fifteen pounds of good navy bread, ten 
pounds of rice, ten pounds of oat-meal, ten pounds of wheat-flour, 
ten pounds of peas and beans, thirty-five pounds of potatoes, one 
pint of vinegar, sixty gallons of fresh water, ten pounds of salted 
pork, (free of bone.) all to be of good quality, and a sufficient 
supply of fuel for cooking. The rice, oat-meal, flour, beans, and 
peas, may be substituted, one for the other, if either cannot be 
procured at a reasonable price, the quantity being preserved ; and 
one pound of either of these articles may be substituted for five 
pounds of potatoes. Each passenger shall receive one tenth part 
of each of these provisions w^eekly, and three quarts of water 
daily, with fuel for cooking. If such provision is not made, each 
passenger shall be entitled to recover three dollars for each day 
that he is put on short allowance. 

But a passenger may, if he choose, supply himself with the 
above-named articles, or equivalents for them ; and if he so sup- 
plies himself, the requisites of the statute shall be considered as 
complied with. 

The same act gives the master power to maintain discipline 
among the passengers, and to compel them to keep their apart- 
ments clean, for which he is to provide chloride of lime, or other 
disinfecting agent. He is also required to provide a water-closet 
or privy for every one hundred passengers, under a penalty of 
fifty dollars. 

The number of passengers shall not exceed one for every four- 
teen clear superficial feet of the low^er deck, not occupied by 



PASSENGERS. 197 

ship's stores or cargo, where the height between decks exceeds 
six feet. If it be less than six feet, but more than five feet, the 
proportion is one passenger for each sixteen clear superficial feet ; 
and if less than five feet, one for each twenty-two feet. Cnil- 
dren under one year of age are not counted in this computation. 
If a master takes on board a greater number of passengers than 
is here allowed, he is liable to a fine of five dollars for each 
extra passenger, and may also be imprisoned for not more than 
one year. If he shall take on board more than twenty such extra 
passengers, the vessel is forfeited. 

In no case shall there be more than two tiers of berths ; and 
each berth shall be at least six feet by eighteen inches for each 
passenger, with an interval of at least six inches between the 
floor of the berth and the deck beneath. If each berth is not so 
made, the penalty is five dollars for each passenger on board. 

The contract of passengers with the master is not for mere 
ship-room and personal existence on board, but for reasonable 
food, comforts, necessaries, and kindness. In respect to females 
it extends yet further, and includes an implied stipulation against 
obscenity, immodesty, and a wanton disregard of the feelings. 
A course of conduct oppressive and malicious in these respects 
will be punished by the court, as well as a personal assault.' 

No passage-money is due to a ship upon an engagement to 
transport a passenger, before the arrival of the vessel at the port 
of destination. Where the passenger has paid in advance, he 
can reclaim his money, if the voyage is not performed. If a 
voyage is partially performed, no passage-money is due, unless 
the expenses of the passenger, or the means of proceeding to *hf^ 
place of destination, are paid or tendered to him ; in which casr 
passage money in proportion to the progress in the voyage :^ 
payable.^ 

A passenger must submit to the reasonable nilos and iis;il:(^-< 
of the ship. He has no right to interfere with its discipline ami 
internal regulations. Indeed, in a case ot' nect^ssiiy, and for thr 
order and safety of the ship, the master may restrain a passenger 
by force ; but the cause must be urgent, and the manner reason- 
able and moderate. 

In case of danger and distrcv^s, it is the duty as well as the 
interest of the passenger to eontrilnite his aid, according to his 

a 3 Mason, 312. ' I Tot. Ad. i:--. 

17* 



198 PASSENGERS. 

ability, and he is entitled to no compensation therefor. He is 
not, however, bound to remain on board in time of danger, but 
may leave the vessel if he can ; much less is he required to take 
upon himself any responsibility as to the conduct of the ship. 
If, therefore, he performs any extraordinary services, he becomes 
entitled to salvage.^ 

a 2 B. and P. 612. 1 Pet. Ad. 70. 2 Hagg. 3. 



MATES AND SUBORDINATES. 199 



CHAPTER VI. 

MATES AND SUBORDINATES, 

Mates included m the 'crew.' Removal. Succession. Log-book 
Wages. Sickness. Punishment. Subordinates. Pilots. 

In all the statutes which entitle the * crew,' or the ' seamen, 
a: a vessel to certain privileges as against the master or owner, 
these words, * crew ' and ' seamen,' are construed to include the 
mates ; as, for instance, the statute requiring a certain amount 
of provisions to be on board ; the statute requiring a medicine- 
chest, and that which punishes the master for illegal and cruel 
treatment of any of the crew. In all these cases the mates 
are entitled to the same privileges and protection with the 
seamen.^ 

The chief mate is usually put on board by the owner, and is 
a person who is looked to for extraordinary services and re- 
sponsibility. Accordingly, he cannot be removed by the mas- 
ter, unless for repeated and aggravated misconduct, or for pal- 
pable incapacity.^ He acts in the stead of the master in case 
the latter dies, and whenever he is absent.*^ He is then entrust- 
ed with the care of the ship, and the government of the crew. 
If he is appointed to act as mate by the master during the 
voyage, he holds his office at the master's pleasure;^ but if he 
originally shipped in that capacity, he cannot be removed 
without proof of gross and flagrant misconduct, or of evident 
unfitness. Nor will one or two single instances of intem- 
perance, disobedience or negligence, be sufficient ; the miscon- 
duct must be repeated, and the habit apparently incorrigible.* 

The second mate and other inferior officers do not stand 
upon so firm a footing as the chief mate ; yet they cannot be 
removed by the master, unless for gross and repeated acts of 
disobedience, intemperance, dishonesty or negligence, or for 
palpable incapacity. 

* 1 Sumner, 151 ; 3 do. 209. 4 Mason, 104. 

^ 1 Pet. Ad. 244. 4 Wash. 338. " 4 Mason, o\\. 1 Suninor, i:>l. 

^ Gilpin, 83. ' 1 Pot. Ad. 244. 4 Wash. 33S. 



SOO MATES AND SUBORDINATES. 

In case of the death or absence of the master, the chief mate 
becomes master by operation of law, but the second mate does 
not necessarily become chief mate. It lies with the new mas- 
ter to appoint whom he pleases to act as chief mate ; though, 
in most cases, it should be the second mate, unless good reason 
exists for the contrary course. The second mate cannot, how- 
ever, be degraded by the new master for any other cause than 
would have justified the former in so doing. 

LcG-BOOK. — It is the duty of the chief mate to keep the log- 
book of the ship. This should be neatly and carefully kept, 
and all interlineations and erasures should be avoided, as they 
always raise suspicion. The entries should be made as soon 
as possible after each event takes place, and nothing should 
be entered which the mate would not be willing to adhere to 
in a court of justice. (See page 145.) 

In Chapter III. of the Third Part, under the title, "Master's 
relation to Officers," page 188, will be found a discussion of the 
question, whether the master can compel an officer to do duty 
before the mast. 

In Chapters VIII., X., XI. and XII. of Part III., under the 
titles, "Revolt," "Forfeiture," "Desertion," &:c., will be found 
the laws upon those subjects relating to seamen. And it may 
be generally remarked, that all those laws apply as well to the 
officers as to the foremast men. An officer forfeits his wages 
by desertion, and is criminally liable for mutiny, revolt, &c., 
like a common seaman. As to the questions what constitutes 
a revolt, mutiny, &c., and when absence or leaving a vessel 
is excusable, and when it works a forfeiture, and as to when 
wages are due, I would refer the reader to those titles in Chap- 
ters VIII., X., XL and XII. of Part III., above referred to. 

Wages. — Officers may sue in admiralty for their wages, 
and may arrest the ship, into whoseever hands it may have 
passed ;^ which is not the case with the master, who is supposed 
to look solely to the personal responsibility of the owners. 

Sickness. — The right of an officer to be cured at the ship's 
expense is the same as that of a seaman.^ The law upon 
that subject will be found in Chapter IX., title "Sickness," 
page 207. 

* 1 Pet. Ad. 246. ^ 1 Sumner, 151. 



MATES AND SUBORDINATES. 201 

Punishment. — The laws of the United States provide that 
if any master or officer shall unjustifiahly beat, wound, or im- 
prison any of the crew, or withhold from them suitable food 
and nourishment, or inflict upon them any cruel and unusual 
punishment, he shall be imprisoned not exceeding five years, 
and fined not exceeding $1000 for each offence.* The officers, 
as part of the ' crew,' are entitled to the protection of this stat- 
ute, against the master's acts ; and, on the other hand, they 
are liable under it for any abuse of a seaman.^ 

The law as to the officer's right to punish a seaman has 
been clearly settled, and is very simple. The sole authority 
to punish, for correction and discipline, resides with the mas- 
ter.^ An officer has no right to use force with a seaman, 
either by chastising or confining him, except in a single class 
of cases ; that is, upon an emergency which admits of no delay, 
and where the use of force is necessary for the safety of life 
and property. If a seaman is about to do an act which may 
endanger life or property, and instant action is required, the 
officer may confine him, or use force necessary to prevent him. 
So, if the immediate execution of an order is important, and a 
seaman, by obstinacy or wilful negligence, prevents or im- 
pedes the act, the officer may use force necessary to secure the 
performance of the duty. In these cases there must be a 
pressing necessity which will noi admit of delay ; for if delay 
is practicable, the officer must report to the master, and leave 
the duty of correction with him. A mate can in no case pun- 
ish a seaman for the general purposes of correction and disci- 
pline, and still less for personal disrespect to himself. "^ If the 
master is not on board, and cannot be called upon, the author- 
ity of the officer is somewhat enlarged ; but, even in this case, 
so far as a delay is practicable, he must leave the seaman to 
be dealt Avith by the master when he returns. Except in the 
cases and in the manner before mentioned, tlie officer is liable 
as a trespasser for any force used with a seaman. 

If the officer acts under the authority, express or implied, of 
the master, he Avill not be held liable, even tliough the punish- 
ment should be excessive and unjustiliable ; for he is, in such 

• Act 1835, ch. 313, §3. ^ 4 Miison, 104. 3 Siimnor, ':09. 

«^ 2 Snmnor, 584. ^ Do. 1. 584. 



202 MATES AND SUBORDINATES. 

cases, only the agent of the master, who is responsible for 
the act/ Yet, if the punishment be so excessive as to show 
malice or wantonness on the part of the officer, or there be 
anything in his conduct to imply the same, he will be liable in 
some measure himself. 

Subordinates. — There are a number of men, usually, in 
merchant vessels, who are not in any respect officers, but who 
differ from the common seamen in that they ship in particu- 
lar capacities, and to perform certain duties. These are me 
carpenter, steward, cook, &c. Such persons are not to be de- 
graded for slight causes, though the master unquestionably has 
the power to do so, upon sufficient grounds.^ He may also 
require them to do duty, if necessary, before the mast. He 
may require them to take the place of persons who have been 
obliged to do their work,^ but he cannot exact from them the 
duty of able seamen, unless they are such in fact. Repeated 
acts of disobedience, intemperance, and gross negligence, and 
evident incapacity for the duties undertaken, are justifying 
causes of removal.^ In all other respects this class of persons 
stands upon the same footing with common seamen. They 
have the same privileges, and are under the same obligations 
and penalties.^ 

Pilots. — When a pilot, who is regularly appointed, is on 
board, he has the absolute control of the navigation of the 
vessel.^ He is master for the time being, and is alone answer- 
able for any damage occasioned by his own negligence or 
default.' 

A pilot may sue in admiralty for his wages. ^ 

A pilot cannot claim salvage for any acts done within the 
limits of his duty, however useful and meritorious they may 
have been.' If towing is necessary, pilots are bound to per- 
form it, having a claim for compensation for damages done to 
their boats, or for extra labor. ^ If extraordinary pilot service 
is performed, additional pilotage is the proper reward, and not 

a Ware, 219. b 4 Mason, 84. Ware, 109. <^ Ware, 109. 

d Ware, 109. e 2 Pet. Ad. 268. f 1 Johns. 305. 

t I Pet. Ad. 223. 1 Mason, 508. b 1 Mason, 508. 

» Gilpin, 60. 10 Peters R. 103. 2 Hagg. 176. ^ 2 Hagg. 176. 



SEAMEN. 203 

salvage.*^ If, however, the acts done by the pilot are clearly 
without and beyond his duty as pilot, he may claim sal 



CHAPTER VIL 

SEAMEN. SHIPPING CONTRACT. 

Shipping contract — how formed — how signed. Erasures and interlinea- 
tions. Unusual stipulations. 

By the law of the United States, in all foreign voyages, and 
in all coasting voyages to other than an adjoining state, there 
must be an agreement in writing, or in print, with every 
seaman on board the ship, (excepting only apprentices and 
servants of the master or owner,) declaring the voyage, and 
term or terms of time, for which such seaman is hired.'' Tiiis 
contract is called the shipping-articles, and all the crew, in- 
cluding the master and officers, usually sign the same paper; 
it not being requisite that there should be a separate paper for 
each man. If there is not such a contract signed, each sea- 
man could, by the old law, recover the highest rate of wages 
that had been given on similar voyages, at the port where he 
shipped, within three months next before the time of ship- 
ment.^ By the law of 1840, he may, in such case, leave the 
vessel at any time, and demand the highest rate of wages 
given to any seaman during the voyage, or the rate agreed 
upon at the time of his shipment."" A seaman not signing 
the articles, is not bound by any of the regulations, nor sub- 
ject to the penalties of the statutes;' but he is. notwith- 
standing, bound by the rules and liable to the forfeitures 
imposed by the general maritime law." 

» 2 Hagg. 176. ^ 1 Rob. 106. Gilpin, CO. c Act 1790. ch. 56, ^l. 
d Act 1790, ch. 56, §1. • Act 1S40, ch. 'J3, §10. 

f Act 1790, ch. 56, §1. Si Pol. Ad. 212 



204 SEAMEN. 

These shipping-articles are legal evidence, and bind all 
parties whose names are annexed to them, both as to wages, 
the nature and length of the voyage, and the duties to be per- 
formed."" Accordingly, seamen have certain rights secured to 
them with reference to these papers. In the first place, the 
master must obtain a copy of the articles, certified to by the 
collector of the port from which the vessel sails, to take with 
him upon the voyage. This must be a fair and true copy, 
without erasures or interlineations. If there are any such 
erasures or interlineations, they will be presumed to be fraud- 
ulent, and will be set aside, unless they are satisfactorily 
explained in a manner consistent with innocent purposes, and 
with the provisions of laws which guard the rights of mari- 
ners. These articles must be produced by the master before 
any consul or commercial agent to whom a seaman may have 
submitted a complaint.^ 

Every unusual clause introduced into the shipping-articles, 
or anything which tends to deprive a seaman of what he 
would be entitled to by the general law, will be suspiciously 
regarded by the courts ; and if there is reason to suppose that 
any advantage has been taken of him, or if the contract bears 
unequally upon him, it will be set aside. In order to sus- 
tain such a clause, the master or owner must show two 
things : first, that the seaman's attention was directed toward 
it, and its operation and effect explained to him; and, second- 
ly, that he received some additional compensation or privilege 
in consideration of the clause. Unless the court is satisfied 
upon these two points, an unusual stipulation unfavorable to 
a seaman will be set aside. "^ For instance, seamen are en- 
titled to have a medicine-chest on board, and in certain cases 
to be cured at the ship's expense ; and the court set aside a 
clause in the shipping-articles in which it was stipulated that 
the seamen should bear all the expense, even though there 
were no medicine-chest on board. ^ Another clause was set 
aside, in which the voyage was described as from Baltimore 

■^ 3 Mason, 161. Act 1840, ch. 23, §3. ^ Act 1840, eh. 23, §2, 19 

c 2 Sumner, 443. 2 Mason, 541. d 2 Mason, 541. 



SEAMEN. 205 

to St. Domingo and elsewhere, on the ground that seamen are 
entitled to have their voyage accurately described.'' 

Some clauses which are not such as to be set aside, will yet 
be construed in favor of seamen, if their interpretation is at 
all doubtful.*^ A clause providing that no wages should be 
paid if the vessel should be taken or lost, or detained more 
than thirty days, was set aside, seamen being entitled to 
wages up to the last port of delivery .° If the amount of 
wages merely be omitted in the articles, there seems to be 
some doubt as to the introduction of other evidence to show 
the rate agreed upon, and as to the seaman's being entitled 
by statute to the highest rate of wages current/^ If a seaman 
ships for a general coasting and trading voyage to different 
ports in the United States, and the articles provide for no time 
or place at which the voyage shall end, the seaman may leave 
at any time, provided he does not do so under circumstances 
peculiarly inconvenient to the other party.® 

If, however, the voyage is accurately described, and the 
wages specified, the seaman cannot be admitted to show that 
his contract was different from that contained in the ar- 
ticles.^ 

It is no violation of the contract if the vessel departs 
from the voyage described, by accident, necessity, or superior 
force. ° 

a 1 Hall's Law Jour. 207. 2 Gall. 477, 526. 2 Dods. 504. Gilp. 219. 
b 1 Pet. Ad. 186, 215. c o Sumner, 443. 

d Gilpin, 452. Abb. on Shipp. 434, note. Act 1840, ch. 23, §10. 
• Ware, 437. ^ Gilpin, 305. S 2 Hagg:. 243. 



18 



206 SEAMEN. 



CHAPTER VIII. 

SEAMEN CONTINUED. 

Rendering on board. Refusal to proceed. Desertion or absence during 
the voyage. Discharge. 

Rendering on board. — If, after having signed the articles, 
and after a time has been appointed for the seaman to render 
himself on board, he neglects to appear, and an entry to that 
effect is made in the log-book, he forfeits one day's pay for 
every hour of absence ; and if the ship is obliged to proceed 
without him, he forfeits a sum equal to double his ad- 
vance.^ These forfeitures apply to the commencement of 
the voyage, and cannot be exacted unless a memorandum is 
made on the articles, and an entry in full in the log-book. A 
justice of the peace may, upon complaint of the master, issue 
a warrant to apprehend a deserting seaman, and commit him 
to jail until the vessel is ready to proceed upon her voyage. 
The master must, however, first show that the contract has 
been signed, and that the seaman departed without leave, and 
in violation of it.*^ 

Refusal to proceed. — If, after the voyage has begun, and 
before the vessel has left the land, the first officer and a ma- 
jority of the crew shall agree that the vessel is unfit to proceed 
on the voyage, either from fault or deficiency in hull, spars, 
rigging, outfits, provisions, or crew, they may require the 
master to make the nearest or most convenient port, and have 
the matter inquired into by the district judge, or two justices 
of the peace, taking two or more of the complainants before 
the judge. Thereupon the judge orders a survey, and decides 
whether the vessel is to proceed, or stop and be repaired and 
supplied ; and both master and crew are bound by this deci- 
sion. If the seamen and mate shall have made this complaint 
without reason, and from improper motives, they are liable to 
be charged with the expenses attending it.*^ 

« Act 1790, ch. 56, §2. b Do. §7. " ^o. §3. 



SEAMEN. 207 

If, when the vessel is in a foreign port, the first or any- 
other officer and a majority of the crew shall make complaint, 
in writing, to the consul, that the ship is unfit to proceed to 
sea, for any of the above reasons, the consul shall order an 
examination, in the same manner; and the decision of the 
consul shall bind all parties. If the consul shall decide that 
the vessel was sent to sea in an unsuitable condition, by 
neglect or design, the crew shall be entitled to their discharge 
and three months' additional pay; but not if it was done by 
accident or innocent mistake,'' 

It is no justification for refusing to do duty and procetid 
upon the voyage, that a new master has been substituted in 
place of the one under whom the seaman originally ship- 
ped ;^ and if a blank is left for the name of the master, the 
seaman is supposed to ship under any who may be ap- 
pointed.*" The same rule applies to the substitution or 
appointment of any other officer of the ship during the 
voyage. 

Desertion or Absence during the Voyage. — If, during 
the voyage, the seaman absents himself without leave, for less 
than forty-eight hours, and an entry thereof is made in full 
in the log-book, he forfeits three days' pay for each day's 
absence. But if the absence exceeds forty-eight hours, he 
forfeits all his wages then due, and all his goods and chattels 
on board the vessel at the time, and is liable to the owner in 
damages for the expense of hiring another seaman.* If he 
deserts within the limits of the United States, he is liable to 
be arrested and committed to jail, until the vessel sails/ If 
he deserts or absents himself in a foreign port, the consul is 
empowered to make use of the authorities of the place to 
reclaim him. If, however, the consul is satisfied that the 
desertion was caused by unusual or cvuvl troatmont, the sea 
man may be discharged, and shall receive three months' addi- 
tional wages. '^ It is not a desertion tor a seaman to leave his 
vessel for the purpose of procurinix niM'ossary food, which has 

» Act 1840, ch. 23, §12—15. *' 1 Vinson. \\A. Im^o. IS. 2 Sum. :»S2. 
c 6 Mass. 300. '^ Act i:'.>o, c\\. :>r..§:». 

• Act 1790, ch. 5G, §7. •■ Act IS to. ch. 23, §9. 



208 SEAMEN. 

been refused on board ; nor is a seaman liable if the conduct 
of the master has been such as to make it dangerous for him 
to remain on board,* or if the shipping-articles have been 
fraudulently altered.^ Even in a clear case of desertion, if 
the party repents, and seeks to return to his duty within a 
reasonable time, he is entitled to be received on board again, 
unless his previous conduct had been such as would justify his 
discharge.*^ 

As to the effect of desertion upon wages, and what is deser- 
tion in such cases, see the subject, "Wages affected by 
Desertion," Chapter XI. 

Discharge. — By referring to Chapter IV., "Master's Rela- 
tion to Crev/," the seaman will find that, though the master 
has power to discharge a seaman for gross and repeated 
misconduct, yet that this right is closely watched, and any 
abuse of it is severely punished. He will also find there a 
statement of his own rights and privileges, with reference 
to a discharge. It has been seen that he may demand his 
discharge of the consul, if the vessel is not fit to proceed, and 
is not repaired, or if he has been cruelly and unjustifiably 
treated.^ 

If a vessel has been so much injured that it is doubtful 
whether she can be repaired, or the repairs cannot be made 
for a long time, during which it would be a great expense to 
the owners to support the seamen in a foreign country, it is 
held that the crew may be discharged, upon the owners' pay- 
ing their passage home, and their wages up to the time of 
their arrival at the place of shipment.^ 

As to discharge at the end of the voyage, see "Wages 
affected by Desertion," Chapter XI. 

« 1 Hagg. 63. b Do. 182. c 1 Sumner, 373. 

d Act 1840, ch. 23, §0, 14. « 2 Dodson, 403. 



209 



CHAPTER IX. 



SEAMEN CONTINUED. 



Provisions. Sickness. Medicine-chest. Hospital money. Relief in 
foreign ports. Protection. 

Provisions. — For the benefit of seamen it has been enacted 
that every vessel bound on a voyage across the Atlantic, shall 
have on board, well secured under deck, at least sixty gallons 
of water, one hundred pounds of wholesome ship bread, and 
One hundred pounds of salted flesh meat, over and above the 
stores of master or passengers, and the live stock. And if the 
crew of any vessel not so provided shall be put upon short 
allowance of water, flesh, or bread, such seaman shall recover 
from the master double wages for every day he was so allow- 
anced.* The same rule applies to other voyages than those 
across the Atlantic, and the amount of provisions stowed 
below must be in proportion to the length of the voyage, 
compared with one across the Atlantic.^ It also applies to 
seamen shipped in foreign ports, as well as to those shipped 
in the United States.^ It has been thought that if the articles 
enumerated cannot be procured, the master may substitute 
other wholesome provisions ; but it is doubtful whether even 
this will free him from the penalty ; at least it will not unless 
he can show that it was impossible to procure them at the 
last port of departure ."^ 

Besides this special enactment, a seaman may always 
recover damages of a master who unnecessarily and wan- 
tonly deprives him of sufficient food and nourishnient.' If, 
however, the short allowance is caused by inevitable acci- 
dent, without any fiiult of the master or owner, or is a matter 
of fiiir discretion in a case of connnon danger, the master is 
not liable. Another law of the United States provides that 



* Act 1790, ch. 50, §9. ^ Do. 




M Ft ! 


. All. 223. 


d 1 Pet. Ad. 229, 223. Pco, SO \hh. \X^ 


, noic. 


Ware, 


•; :■ \ . 


« '2 Pot. A(i. 409. 

18* 









210 SEAMEN. 

if any master or other officer shall wilfully and without justi- 
fiable cause withhold suitable food and nourishment from a 
seaman, he shall be fined not exceeding $1000 and imprisoned 
not exceeding five years.'' The master may at any time, at 
his discretion, put the crew upon an allowance of water and 
eatables ; but if it is a short allowance, he must be able to 
give a justifying reason. 

Sickness. Medicine-chest. — Every vessel of one hundred 
and fifty tons or upwards, navigated by ten or more persons 
in all, and bound on a voyage beyond the United States, and 
every vessel of seventy-five tons or upwards, navigated by six 
or more persons in the whole, and bound from the United 
States to any port in the West Indies, is required to have a 
chest of medicines, put up by an apothecary of known reputa- 
tion, and accompanied by directions for administering the 
same. The chest must also be examined at least once a year, 
and supplied with fresh medicines.^ 

In case of dispute, the owner must prove the sufiSciency of 
the medicine-chest. It does not lie with the seaman to prove 
its insufficiency.^ 

If a vessel has a suitable medicine-chest on board, it would 
seem that the ship is not to be charged with the medicines 
and medical advice which a seaman may need. But the ship 
is still liable for the expenses of his nursing, care, diet, and 
lodging.^ Accordingly, if a seaman is put on shore at a hos- 
pital or elsewhere, for his cure, the ship is chargeable with so 
much of the expense as is incurred for nursing, care, diet, and 
lodging ; and unless the owner can specify the items of the 
charge, and show how much was for medical advice, and how 
much for other expenses, he must pay the whole. ^ The sea- 
man is to be cured at the expense of the ship, of a sickness 
or injury sustained in the ship's service;^ but if he contracts 
a disease by his own fault or vices, the ship is not charge- 
able.° A sick seaman is entitled to proper nursing, lodging, 
and diet. If these cannot be had, or are not furnished on 

a Act 1835, ch. 313, §3. ^' Act 1790, ch. 56, §8 ; 1805, ch. 88, §1. 

c 2 Mason, 541. d 2 Mason, 541. 1 Sumner, 151. 

e 1 Pet. Ad. 256, note. f 1 Sumner, 195. 

s Gilpin, 435. 1 Pet. Ad. 142, 152. 



SEAMEN. 211 

board the vessel, he is entitled to be taken on shore to a hos- 
pital, or to some place where these can be obtained. It is 
often attempted to be shown that the seaman was put on shore 
at his own request. This is no defence. He is entitled to be 
put on shore if his disease requires it ; and it is seldom that 
proper care can be taken of a seaman on board ship.* 

If a seaman requires further medicines and medical advice 
than the chest and directions can give, and is not sent ashore, 
it would seem that the ship ought to bear the expense ; but 
this point has never been decided.^ If the medicine-chest can 
furnish all he needs, the ship is exempted."^ 

Hospital Money. — Every seaman must pay twenty cents a 
month, out of his wages, for hospital money. This goes to the 
establishment and support of hospitals for sick and disabled 
seamen.^ 

Relief in Foreign Ports. — If a vessel is sold in a foreign 
port and her crew discharged, or if a seaman is discharged 
with his own consent, he can receive two months' extra wages 
of the consul, who must obtain it of the master.^ This 
applies only to the voluntary sale of the vessel, and not when 
the sale is rendered necessary by shipwreck. If, however, 
after the disaster the vessel might have been repaired at a 
reasonable expense and in a reasonable time, but the owner 
chooses to sell, the two months' pay is due. To escape the 
payment, the owner must show that he was obliged to sell.' 

It is also the duty of the consuls to provide subsistence and a 
passage to the United States for any American seamen found 
destitute within their districts. The seamen must, if able, do 
duty on board the vessel in which they are sent home, accord- 
ing to their several abilities.^' 

The crew of every vessel shall have the fullest liberty to 
lay their complaints before the consul or commercial agent in 
any foreign port, and shall in no respect he restrained or 
nindered therein by the master or any ollicer, unless sufficient 
and valid objection exist against their landing. In which 

«i 1 Pet. Ad. 2r)t), note. ^ Gilpin, •13:>. 1 IVt. Ad. \V2, \y2, 255. 

c 2 Mason, 511. «« Act 179S. ih. «Jt, §i. 

e Act 1803, ch. 62, §;?. ' Ware, ii^ri. Gilpin, 19S. 
s Act 1803, ch. 62, §4. 



212 SEAMEN. 

case, if any seaman desire to see the consul, the master must 
inform the consul of it forthwith; stating, in writing, the 
reason why the seaman is not permitted to land, and that the 
consul is desired to come on board. Whereupon the consul 
must proceed on board and inquire into the causes of com- 
plaint.* 

Pkotection. — Every American seaman, upon applying to 
the collector of the port from which he departs, and producing 
proof of his citizenship, is entitled to a letter of protection. 
The collector may charge for this twenty-five cents. ^ 



CHAPTER X. 

SEAMEN CONTINUED. 

Punishment. Revolt and mutiny. Embezzlement. Piracy. 

Punishment. — As to the right of the master to punish a sea- 
man by corporal chastisement, imprisonment on shore, con- 
finement on board, &c., and the extent of that right, and the 
master's liability for exceeding it, — the seaman is referred to 
Chapter IV., " The Master's relation to the Crew," title, " Im- 
prisonment" and "Punishment." He will there see that the 
master possesses this right to a limited extent, and that he is 
strictly answerable for the abuse of it. Disobedience of 
orders, combinations to refuse duty, dishonest conduct, per- 
sonal insolence, and habitual negligence and backwardness, 
are all causes which justify punishment in a greater or less 
degree. 

The contract which a seaman makes with the master, is 
not like that of a man who engages in any service on shore. 
It is somewhat military in its nature.*" The master has great 
responsibilities resting upon him, and is entitled to instant and 

a Act 1840, ch. 23, §1. t. Act 1796, ch. 36, §4. 

« Ware, 86. 3 Wash. 515. ^ 



SEAMEN. 213 

implicit obedience. To ensure this, regular and somewhat 
strict discipline must be preserved. The master, also, cannot 
obtain assistance when at sea, as any one can who is in 
authority upon land. He must depend upon the habits of 
faithful and respectful discharge of duty which his crew have 
acquired, and if this fails, he may resort to force. He is 
answerable for the safety of the ship, and for the safe keeping 
and delivery of valuable cargoes, and in almost all cases he 
is the first person to whom the owner of the vessel and cargo 
will look for indemnity. Considering this, the seamen will feel 
that it is not unreasonable that the master should have power 
to protect himself and all for whom he acts, even by force if 
necessary.* A good seaman, who is able and willing to do his 
duty faithfully and at all times, and treats his officers respect- 
fully, will seldom be abused; and if he is, the master is liable 
to him personally in damages, and is also subject to be indicted 
by the government and tried as a criminal. A seaman should 
be warned against taking the law into his own hands. If the 
treatment he receives is unjustifiable, he should still submit 
to it, if possible, until the voyage is up, or until he arrives at 
some port where he can make complaint. If he is conscious 
that he is not to blame, and an assault is made upon him 
unjustifiably and with dangerous severity, he may defend 
himself; but he should not attempt to punish the offender, or 
to inflict anything in the way of retaliation.^ 

In Chapter VI., title, " Mates," the reader will see how far 
any inferior officer of a vessel may use force with a seaman. 

Revolt and Mutiny. — If any one or more of the crew of 
an American vessel shall by fraud or force, or by threats or 
intimidations, take the command of the vessel from the master 
or other commanding officer, or resist or prevent him in the 
free and lawful exercise of his authority, or transfer the com- 
mand to any other person not lawfully entitled to it; every 
person so offi^nding, and his aiders and abbettors, shall be 
deemed guilty of a revolt or nmtiny and fok^ny; and shall be 
punished by fine not exceeding $2000, and by imprisonment 
and confinement to hard labor nut exceeding ten years, ac- 

aWare, 219. ^ Do. 3 Wash. 3o'2. 



214 SEAMEN. 

cording to the nature and aggravation of the offence.* And 
if any seaman shall endeavor to commit a revolt or mutiny, 
or shall combine with others on board to make a revolt or 
mutiny, or shall solicit or incite any of the crew to disobey or 
resist the lawful orders of the master or other officer, or to 
refuse or neglect their proper duty on board, or shall assemble 
with others in a riotous or mutinous manner, or shall unlaw- 
fully confine the master or other commanding officer, — every 
person committing any one or more of these offences shall 
be imprisoned not exceeding five years, or fined not exceeding 
$1000, or both, according to the nature and aggravation of the 
offence.^ 

It will be seen that the first of these laws applies only to 
cases where seamen actually throw off all authority, deprive 
the master of his command, and assume the control them- 
selves, which is to make a revolt. The last is designed to 
punish endeavors and combinations to make a revolt, which 
are not fully carried out. 

Every little instance of disobedience, or insolent conduct, 
or even force used against the master or other officer, will not 
be held a revolt or an endeavor to make a revolt. There 
must be something showing an intention to subvert the lawful 
authority of the master. ° It does not excuse seamen, how- 
ever, from this offence, that they confined their refusal to one 
particular portion of their duty. If that duty was lawfully 
required of them, it is equally a subversion of authority as if 
they had refused all duty.^ 

If the crew interfere by force or threats to prevent the inflic- 
tion of punishment for a gross ofifence, it is an endeavor to 
commit a revolt.^ 

To constitute the offence of confining the master, it is not 
necessary that he should be forcibly secured in any particular 
place, or even that his body should be seized and held; any 
act which deprives him of his personal liberty in going about 
the ship, or prevents his doing his duty freely, (if done with 

•Act 1835, ch. 313, §1. ^ Do. §2. c 4 Wash. 528. 1 Pet. Ad. 178. 
<* 4 Mason, 105. « 1 Sumner, 448. 



SEAMEN. 215 

that intention,^) is a confinement.^ So is a threat of immedi- 
ate bodily injury, if made in such a manner as would reason- 
ably intimidate a man of ordinary firmness.'' 

In all these cases of revolt, mutiny, endeavors to commit the 
same, and confinement of the master, it is to be remembered 
that the acts are excusable if done from a sufficient justify- 
ing cause. The master may so conduct himself as to justify 
the officers and crew in placing restraints upon him, to prevent 
his committing acts which might endanger the lives of all the 
persons on board. But an excuse of this kind is received 
with great caution, and the crew should be well assured of 
the necessity of such a step, before taking it, since they run a 
great risk in so interfering.'^ 

Embezzlement. — If any of the crew steal, or appropriate, 
or by gross negligence suffer to be stolen, any part of the 
cargo, or anything belonging to the ship, they are responsible 
for the value of everything stolen or appropriated. 

It is necessary that the fraud, connivance, or negligence of 
a seaman should be proved against him, before he can be 
charged with anything lost or stolen ; and in no case is an 
innocent man bound to contribute towards a loss occasioned by 
the misconduct of another. If, however, it is clearly proved 
that the whole crew were concerned, but one offender is not 
known more than another, and the circumstances are such as 
to affect all the crew, each man is to contribute to the loss, 
unless he clears himself from the suspicion.^ 

Piracy. — If the master or crew of a vessel shall, upon the 
high seas, seize upon or rob the master or crew of another 
vessel; or if they shall run away with the vessel committed 
to their charge, or any goods to the amount of $50; or volun- 
tarily yield them up to pirates ; or if the crew shall prevent the 
master by violence from fighting in the defence of vessel or 
property; such conduct is piracy, and punishable with death.'" 

a 4 Wash. 428. 

^4 Mason, 105. 4 Wash. 543. 1 Sumner, 443. 3 Wash. 525. 

c Pet. C. C. 213. d 4 Mason, 105. 1 Sumner, 448. Pet. C. C. 113. 

• 1 Mason. 104. Gilpin, 461. 

f Act 1790, eh. 36, §8; 1820, ch. 113, §3. 



SIS seamen's wages. 

It is also piracy, and punishable with death, to be engaged 
in any foreign country in kidnapping any negro or mulatto, or 
in decoying or receiving them on board a vessel with the 
intention of making them slaves.* 



CHAPTER XI. 

seamen's wages. 

Affected by desertion or absence ; — ^by misconduct ; — by imprisonment ; — by 
capture; — ^by loss of vessel and interruption of voyage. Wages on an 
illegal voyage. Wages affected by death or disability. 

Wages affected by Desertion or Absence. — It has been 
seen that if a seaman, at the commencement of the voyage, 
neglects to render himself on board at the time appointed, and 
an entry thereof is made in the log-book, he forfeits one day's 
pay for every hour's absence ; and if he shall wholly absent 
himself, so that the ship is obliged to go to sea without him, 
he forfeits his advance and as much more.^ And if at any 
time during the voya^ he absents himself without leave, and 
returns within forty-eight hours, he forfeits three days' pay for 
every day's absence ; but if he is absent more than forty-eight 
hours, he forfeits all the wages then due him, and all his 
clothes and goods on board at the time.*" These forfeitures 
cannot be exacted against the seaman unless there is an entry 
made in the log-book on the same day that he left, specifying 
the name of the seaman, and that he was absent without 
leave. "* 

But independently of these regulations, and without the 
necessity of any entry, &c., a seaman forfeits his wages for 
deserting the vessel, or absenting himself wrongfally and 
without leave, by the general law of all commercial nations.* 

• Act 1820, ch. 113, §4, 5. ^ Act 1790, ch. 56, §2. c Do. §4. 

^ Gilpin, 83, 140, 207. Ware, 309. « Ware, 309. 



seamen's wages. 217 

If, however, the seaman is absent without fault of his own,'' or 
if he is obliged to desert by reason of cruel treatment, want 
of food, or the like, he does not forfeit his wages. But in such 
case, the seaman must prove that the treatment was such 
that he could not remain without imminent danger to his life, 
limbs, or health.*" If the voyage for which he shipped has 
been abandoned, or there has been a gross and unnecessary 
deviation, he does not forfeit his wages for leaving the vessel ; 
but then the change of voyage must have been actually deter- 
mined upon and known to the seaman.*^ 

Even if the seaman shall have clearly deserted without 
justifiable cause, or absented himself more than forty-eight 
hours, yet, if he shall offer to return and do his duty, the master 
must receive him, unless his previous conduct would justify a 
discharge.^ And if he is so received back, and does his duty 
faithfully for the rest of the voyage, the forfeiture is considered 
as remitted, and he is entitled to his wages for the whole 
voyage.® If, however, the owner has suffered auy special 
damage from the wrongful absence of the seaman, as, if the 
vessel has been detained, or a man hired in his place, all such 
necessary expenses may be deducted from the wages. ^ 

A mere leaving of the vessel, though a wrongful absence, is 
not a desertion, unless it is done with the intention to desert.? 
A seaman is bound to load and unload cargo in the course of 
the voyage if required of him, and a refusal to do so is a refu- 
sal of duty.^ If the voyage is at an end, according to the 
articles, and the vessel is safely moored at the port of dis- 
charge, the seamen are still bound to discharge the cargo if it 
is required of them. If they do not, their refusal or neglect 
does not, however, work a forfeiture of all their wages, but 
only makes them liable to a deduction, as compensation to 
the owner for any damage he may have sutlered.' The cus- 

» 1 Mason, 45. Bee, 131, 4S. Gili)iii, 22."). 

b 1 Pet. Ad. 136. Gilpin, 22:.. 2 IVt. Ad. 120, -12S. Ware, 33, 91, 109 

c Gilpin, 150. 2 Pet. Ad. 115. ^ 1 Snmner, 373. 

6 2 W^ash. 272. Gilpin, 115. 1 Sun\ner. 373. 1 Pot. Ad. It'O. 

f Gilpin, 145, 293, 98. r. l Suniner, 373. Ware, 309. 

h 1 Pet. Ad. 253. 

' 1 Sumner, 373. Gilpiu, 20S. Ware, 15 1. 2 lluijg. 10. 

19 



218 seamen's wages. 

torn in almost all sea-ports of the United States is, to discharge 
the crew, and not to require them to unload cargo at the end 
of the voyage. This custom is so strong that if the owner or 
master wishes to retain the crew, he must give them notice to 
that effect. Unless the crew are distinctly told that they must 
remain and discharge cargo, they may leave the vessel as soon 
as she is safely moored, or made fast. If they are required to 
remain and discharge cargo, they make themselves liable to a 
deduction from their wages for a neglect or refusal, but do not 
forfeit them.* The seaman must bear in mind, however, that 
this is only when the voyage is at an end, and the ship is at 
the final port of discharge. If he refuses to load or unload 
at any port in the course of the voyage, and before it is up, 
according to the articles, he does so at the risk of forfeiting all 
his wages.^ 

The master and owners of a vessel are allowed ten days 
after the voyage is up, before a suit can be brought against 
them for the wages of the crew.- This is in order to give 
them time to settle all accounts and discover delinquencies. 
If the crew are retained to unload, then the ten days begin to 
run from the time the vessel is completely unloaded. But if 
the crew are not retained for this purpose, but are discharged 
and allowed to leave the vessel, then the ten days begin to 
run from the day they are discharged.'^ 

Wages affected by Misconduct. — A seaman may forfeit 
his wages by gross misconduct; and if not forfeited, he may 
be liable to have a deduction made from them, for any damage 
caused to the owner by such misconduct. To create a forfeit- 
ure, his misbehavior must be gross and aggravated.^ A single 
act of disobedience, or a single neglect of duty, will not deprive 
him of his wages. ^ A refusal to do duty in a moment of high 
excitement caused by punishment will not forfeit wages, un- 
less followed by obstinate perseverance in such refusal. ^ 
Where drunkenness is habitual and gross, so as to create a 
general incapacity to perform duty, it is a ground of forfeiture 

» 1 Sumner, 373. Gilpin, 20S. ^ 1 Pet. Ad. 253. 

« Act 1790, ch. 56, §6. 

d 1 Pet. Ad. 165, 210. Ware, 453. Dunl. Ad. Pr. 90. 

« 4 Mason, 94. Bee, 14S. f 4 Mason. 84. f Do. 



seamen's wages 210 

ot wages. But occasional acts of drunkenness, if the seaman 
in other respects performs his duty, will not deprive hirn of 
his wages.'* In this, as in all cases of neglect, disobedience, 
or wilful misconduct, which do not create a forfeiture, a deduc 
tion may be made if the owner has suffered any loss.^' 

In one instance a forfeiture of one half of a seaman's wages 
was decreed, in consequence of his striking the master. He 
did not forfeit the whole, because he had been otherwise pun- 
ished."^ 

If the seaman is imprisoned for misconduct, he does not for- 
feit the wages that accrued during his confinement, nor, what 
amounts to the same thing, is he bound to pay those of a 
person hired in his place during his imprisonment."^ 

If the crime of a seaman is against the laws of the United 
States, and too great for the master's authority to punish, he 
must be confined and brought home to trial. But this does 
not forfeit his wages, though any loss or damage to the owner 
may be deducted.^ 

In all cases of forfeiture of wages for misconduct, it is only 
the wages due at the time of the misconduct that are lost. 
The wages subsequently earned are not affected by any pre- 
vious misbehavior.^ 

If a seaman or officer is evidently incapable of doing the 
duty he shipped for, he may be put upon other duty, and a 
reasonable deduction may be made from his wages.- 

Wages affected by Imprisonment. — If a seaman is im- 
prisoned by a warrant from a judge or justice of the peace, 
within the limits of the United States, for desertion or refusal 
to render himself on board, he is liable to pay the cost of his 
commitment and support in jail, as well as the Avages of any 
person hired in his place. "^ So, if a seaman is imprisoned in 
a foreign port by the authorities of the place l\>r a breach of 
their laws, the costs and loss to the owner may be dediictcil 
from his wages; but not so if he is imprisoned at the request 

»2 Hagg. 2. 4 Mason, 511. 

*>4 Mason, 541. 1 Sumner, 3S4. I'oe, 237. 2 llagg:. 420. Gilpin. 140. 
1 Pet. Ad. 168. 
c Bee, 184. «^ Gilpin, 83, 140, 33. Ware, 9. ' I Pel. Ad. 163. 

f 4 Mason, 84. e Ware, 109. b Gilpin, 223. 



220 SE AMENDS WAGES. 

of the master.* The right of the master to imprison at all is 
a doubtful one, and dangerous of exercise ; and if he does 
resort to it, he can never charge the expenses to the seamen, 
nor deduct their wages during imprisonment.*' 

Wages affected by Capture. — If a neutral ship is cap- 
tured, it is the right and duty of the seamen to remain by the 
vessel until the case is finally settled.*^ If she is liberated, 
they are then entitled to their wages for the whole voyage; 
and if freight is decreed, they are entitled to their wages for as 
much of the voyage as freight is given. "^ And if at any future 
time the owners recover the vessel, or her value, upon appeal 
or by treaty, they are liable for wages. ^ In order to secure 
his wages in these cases, the seaman must remain by the ves- 
sel until her sale or condemnation, and the master cannot oblige 
him to take his discharge. *" The condemnation or sale of the 
vessel puts an end to his contract. If he leaves before the 
condemnation or sale, with the master's consent, he does not 
lose his chance of recovering his wages.' Even if the vessel 
is condemned, and the owner never recovers the vessel or its 
value, yet the seaman is entitled to his wages up to the last 
port of delivery, and for half the time she lay there.^ 

AVages affected by Loss of Vessel or Interruption of 
VoYi^GE. — If a vessel meets with a disaster, it is the duty of 
the cr-ew to remain by her so long as they can do it with 
safety, and to exert themselves to the utmost of their ability to 
save as much as possible of the vessel and cargo.^ If they 
abandon the vessel unnecessarily, they forfeit all their wages; 
and if their leaving was necessary and justifiable, yet they lose 
their wages except up to the last port of delivery and for half 
the time the vessel was lying there, or for so long as she was 
engaged with the outward cargo. •" This rule may seem hard, 
but its object is to secure the services of the crew in case of 
a disaster. If by their exertions any parts of the vessel or 
cargo are saved, they are entitled to wages, and an extra sum 

a Gilpin, 223. b Ware, 19, 503. Gilpin, 83, 233. 

c 2 Sumner, 443. 1 Pet. Ad. 128. ^ 2 Gall. 178. 2 Sumner, 443. 

« 3 Mason, 161. f 1 Mason, 45. 

e 1 Mason, 45. t i pet. Ad. 203. 

Ware, 49. 1 Pet. 204. ^ Pet. C. C. 132. 3 Sumner, 286 



seamen's wages. 221 

for salvage.^ If the vessel is abandoned and nothing is saved, 
they lose their wages, except up to the last port of delivery 
and for half the time the vessel was lying there.'* 

The general rule is, that a seaman's wages are secure lo 
him whenever the vessel has earned any freight, whatever 
may afterwards happen. And a vessel earns freight at every 
port where she delivers any cargo. For the benefit of seamen 
a vessel is held to earn freight whenever she goes to a port 
under a contract for freight, though she go in ballast/- A 
seaman also secures his wages wherever the ship might have 
earned freight but for the agreement or other act of the owner/' 
If a vessel is on a trading voyage from port to port, and is lost 
on the homeward passage, wages would probably be allowed 
for the outward passage, and for half the time she was engaged 
in trading with the old or new cargoes; the trading and 
going from port to port being considered the same as though 
she had been lying in port all the time, and discharging and 
receiving cargo. Or else, wages would be given up to the last 
port at which she took in any return cargo, and for half the time 
she was lying there.® 

These rules apply only to cases where the voyage is broken 
up by inevitable accidents, as by perils of the seas, capture, 
war or superior force. If the voyage is broken up by the 
fault of the seamen, they lose all their wages. If, on the 
other hand, the seamen are compelled to leave, or the voyage 
is broken up by the fault of the master or OAATier, as by cruel 
treatment, want of provisions, or the like, the crew would be 
justly entitled to wages for the whole voyage contracted for. 
If the vessel is sold, or the voyage altered or abandoned by the 
master or owner, not from inevitable necessity, but for their 
own interest and convenience, then the crew are entitled, by 
statute, to wages for all the time they were on board, and two 
months' extra pay.*' And, by the general law, they would 
always receive some extra wages as a compensation for the 
loss ol tne voyage, and as a means of supporting themselves 

• Ware, 49. Gilpin, 70. 2 IMason, 310. 1 Hagg. 227. 

*> 2 Mason, 329. 1 Pot. Ad. 204, 130 ; 2 do. 301. 11 Mass. r>4r^. 

c 2 Mason, 310. 1 Pot. Ad. 207. 

^ 3 S'lmnor, 280. 2 IMason. 310. 2 Haircr. ir-S. 

• Pet. C. C. 1S2. 2 Pot. Ad. 300. ' Act 1S03. oh. 1*2.. §3. 

19* 



222 SEAMEN. 

and procuring a passage home ; or, perhaps, full wage? for 
the voyage.* 

Wages on an Illegal Voyage. — A seaman has no remedy 
for his wages upon an illegal voyage ; as, for instance, in the 
slave trade.*' Wages have, however, been allowed, where it 
was proved that the seaman was innocent of all knowledge of, 
or participation in, the illegal voyage.*^ 

Wages affected by Death or Disability. — If a seaman 
dies during the voyage, wages are to be paid up to the time of 
his death.** A seaman is entitled to all his wages during sick- 
ness, and during any time he was disabled from performing 
duty. But if his sickness or disability is brought on by his 
own fault, as by vice or wilful misconduct, a deduction may 
be made for the loss of his services.® So, where the death of 
a seaman was caused by his own unjustifiable and wrongful 
acts, his wages were held forfeited.^ If a seaman, at the time 
he ships, is laboring under a disease which incapacitates or is 
likely to incapacitate him during the voyage, and he conceals 
the same, no wages will be allowed him, or a deduction will 
be made from them, according to the nature of the case.' If, 
in consequence of sickness, a seaman is left at a foreign port, 
He is still entitled to wages for the whole voyage.^ 



CHAPTER XII. 

seamen CONCLUDED. 

Recovery of wages. Interest on wages. Salvage. 

Recovery of Wages. — A seaman has a threefold remedy for 
ois wages : first, against the master ; secondly, against the 
owners; and, thirdly, against the ship itself and the freight 

a 2 Pet. Ad. 264. Bee, 48. 2 Gall. 182. 3 Johns. R. 518. 

b 9 Wheat. 409. 6 Rob. 207. 2 Mason, 58. Edw. 35. 

c 9 Wheat. 409. ^ Bee, 254, 441. 

* 1 Pet. Ad. 142, 138. f Do. 142. 

e 2 Pet. Ad. 263. h Bee, 414. 2 Gall. 46. 1 Pet. Ad. 117. 



SEAMEN. 223 

earned.* He may pursue any one of these, or he may pursue 
them all at the same time in courts of admiralty. He has 
what is cdlled <i lien upon the ship for his wages; that is, 
he has a right, at any time, to seize the vessel by a process of 
law, and retain it until his claim is paid, or otherwise decided 
upon by the court. This lien does not cease upon the sailing 
of the ship on another voyage ; and the vessel may be taken 
notwithstanding there is a new master and different owners. ** 
A seaman does not lose his lien upon the ship by lapse of time. 
He may take the ship whenever he finds her; though he 
must not allow a long time to elapse if he has had any oppor- 
tunity of enforcing his claim, lest it should be considered a 
stale demand. In common law courts a suit cannot be brought 
for wages after six years have expired since they became due. 
This is not the case in courts of admiralty .<^ 

The lien of the seaman for wages takes precedence of every 
other lien or claim upon the vessel.*^ The seaman's wages 
must be first paid, even if they take up the whole value of the 
ship or freight. The wreck of a ship is bound for the wages, 
and the rule in admiralty is, that a seaman's claim on the 
ship is good so long as there is a plank of her left.^ If, after 
capture and condemnation, the ship itself is not restored, but 
the owners are indemnified in money, the seaman's lien at- 
taches to such proceeds.^ 

Besides this lien upon the ship, the seaman has also a lien 
upon the freight earned, and upon the cargo. ° He may also 
sue the owner or master, or both, personally. They are, how- 
ever, answerable personally only for the wages earned while 
the ship was in their own hands.*' But a suit may be brought 
against the ship after she has changed owners.' 

A seaman does not lose his lien upon the vessel by taking 
an order upon the o^vner.'^ 

After a vessel is abandoned to the underwriters, tliey become 

• Bee, 264. 2 Sumner, 443. 2 Gall. 39S. 
^ 2 Sumner, 443. 5 Pet. R. 675.* 

c 2 Gall. 477. Paine C. C. ISO. 3 Mason, 91. d Ware, 134, 41. 

• ''^^^vrney^ 50. 1 Ware, 41. fo Pet. R. 675. 

e Ware, 134. 5 Pet. R. 675. »» 1 1 Johns. 72. 6 Mass. 300 ; 8 do. 483. 
» 5 Pet. R. 675. 2 Sumner, 443. ^ Ware, 135. 



224 SEAMEN. 

liable for the seamen's wages, from the time of the abandon- 
ment.* 

If, at the end of the voyage, the crew are discharged and 
not retained to miload, their wages are due immediately ; ^ but 
they cannot sue in admiralty until ten days after the day of 
discharge.*^ If they are retained to unload, then the owner is 
allowed ten days from the time the cargo is fully discharged. 
If, however, the vessel is about to proceed to sea before the 
ten days will elapse, or before the cargo will be unloaded, the 
seaman may attach the vessel immediately ."^ If the owner 
retains his crew while the cargo is unloading, he must unload 
it within a reasonable time. Fifteen working days has fre- 
quently been held a reasonable time for unloading, and the 
ten days have been allowed to run from that time.^ 

The longest time allowed by law for unloading vessels is 
twenty days, if over 300 tons, and ten days, if under that ton- 
nage. Probably seamen would not be held bound to the vessel 
for a longer time than is thus allowed by law for unloading. 

Interest on Wages. — In suits for seamen's wages, interest 
IS allowed from the time of the demand ; and if no demand is 
proved, then from the time of the commencement of the suit.^ 

Salvage. — If a vessel is picked up at sea abandoned, or in 
distress, and any of the crew of the vessel which falls in with 
her go on board, and are the means of saving her, or of bring- 
ing her into port, they are entitled to salvage.' In this case, 
all the crew who are ready and willing to engage in the ser- 
vice are entitled to a share of the reward, although they may 
not have gone on board the wreck. ^ The reason is, that where 
all are ready to go, and a selection is made, there would be 
injustice and favoritism in allowing any one the privilege more 
than another. Besides, those who remain have an extra duty 
to perform in consequence of the others having gone on board 
the wreck.' 

•4 Mason, 196. 

^ Ware, 458. Dunl. Ad. Pr. 99. 1 Pet. Ad 165, 210. 

c Act 1790, eh. 56, §6. ^ Do. 

• 1 Pet. Ad. 165. Abb. Shipp. 456, n. f 2 Gall. 45. 

e Ware, 477. 1 Pet. Ad. 306. ^ Ware, 477. 2 Pet. Ad. 2S1. 

'2 Dodson, 132. 



SEAMEIS. 225 

Crews are not ordinarily entitled to salvage for services 
performed on board their own vessel, whatever may have been 
their perils or hardships, or the gallantry of their services in 
saving ship and cargo ; "^ for some degree of extra exertion to 
meet perils and accidents, is within the scope of a seaman's 
duty. In case of shipwreck, however, Avhcre, by the general 
law, wages are forfeited, the court will allow salvage, con- 
sidering it as in the nature of wages due. In one instance 
salvage was refused to a part of a crew who rescued the ship 
from the rest who had mutinied ; for this was held to be no 
more than their duty.^ ^ 

Yet seamen may entitle themselves to salvage for services 
performed on board their own vessel, if clearly beyond the 
line of their regular duty ; as, when the crew rise and rescue 
the vessel from the enemy after she has been taken. "^ So, 
where a ship was abandoned at sea, and one or two men vol- 
untarily remained behind, and by great exertions brought her 
into port.*^ If an apprentice is a salvor, he, and not his master, 
is entitled to the salvage.^ If one set of men go on board a 
wreck, but fall into distress and are relieved by others, they 
do not lose their claim for salvage, but each set of salvors 
shares according to the merit of its services. If the second 
set take advantage of the necessity and distress of the first 
salvors to impose terms upon them, as, that they shall give 
up all claim for salvage, such conditions will not be regarded 
by the court.^ 

a 10 Pet. R. 108. 1 Hagg. 227. i^ 2 Dods. 14. 

c I Pet. Ad. 306. '^ 2 Cr. 240. 1 Pet. Ad. 48. 

« 2 Cr. 240. 2 Pet. Ad. 2S2. f 1 Sumner, 400. 



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